Regulations and Publications - Canadian Coast Guard 301法规和出版物-加拿大海岸警卫队
SAE J1772-2010
__________________________________________________________________________________________________________________________________________ SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefrom, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions. Copyright © 2010 SAE InternationalAll rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: 724-776-4970 (outside USA) Fax: 724-776-0790Email: CustomerService@SAE WEB ADDRESS:h ttp://SAE values your input. To provide feedback on this Technical Report, please visit/technical/standards/J1772_201001SURFACEVEHICLERECOMMENDED PRACTICEJ1772™ JAN2010Issued 1996-10Revised 2010-01Superseding J1772™ NOV2001(R) SAE Electric Vehicle and Plug in Hybrid Electric Vehicle Conductive Charge CouplerRATIONALEThis recommended practice redefines AC Level 1 and AC Level 2 charge levels and specifies a new conductive charge coupler and electrical interfaces for AC Level 1 and AC Level 2 charging. The coupler and interfaces for DC charging are currently being developed and will be added to this document upon completion. Adoption of multiple standard charge couplers based on charge level will enable selection of an appropriate charge coupler based on vehicle requirements thus allowing for better vehicle packaging, reduced cost, and ease of customer use.FOREWORDEnergy stored in a battery provides power for an Electric Vehicle (EV) or Plug In Hybrid Electric Vehicles (PHEV). Conductive charging is a method for connecting the electric power supply network to the EV/PHEV for the purpose of transferring energy to charge the battery and operate other vehicle electrical systems, establishing a reliable equipment grounding path, and exchanging control information between the EV/PHEV and the supply equipment. This document describes the electrical and physical interfaces between the EV/PHEV and supply equipment to facilitate conductive charging. Functional and performance requirements for the EV/PHEV and supply equipment are also specified. This document contains 51 pages, including this page, and should not be used as a design tool if any of the pages are missing.NOTE: T his SAE Recommended Practice is intended as a guide toward standard practice and is subject to change inorder to harmonize with international standards and to keep pace with experience and technical advances.TABLE OF CONTENTS1. SCOPE .......................................................................................................................................................... 4 2. REFERENCES .............................................................................................................................................. 4 2.1 Applicable Publications ................................................................................................................................. 4 2.1.1 SAE Publications ........................................................................................................................................... 4 2.1.2 Canadian Standards Association Publication .. (4)2.1.3 Federal Communication Commission Publications ...................................................................................... 4 2.1.4 International Electrotechnical Commission Publication ................................................................................ 5 2.1.5 International Standards Organization Publication ........................................................................................ 5 2.1.6 National Fire Protection Association Publication .......................................................................................... 5 2.1.7 Underwriters Laboratories Inc. Publications ................................................................................................. 5 2.2 Related Publications ..................................................................................................................................... 5 2.2.1 SAE Publications ........................................................................................................................................... 6 2.2.2 International Electrotechnical Commission Publications .............................................................................. 6 2.2.3Underwriters Laboratories Inc. Publications (6)零点花园标准区欢迎您！零点花园标准区欢迎您！/bbs/?fromuid=3554433.DEFINITIONS (7)3.1AC Level 1 Charging (7)3.2AC Level 2 Charging (7)3.3Charger (7)3.4Chassis Ground (7)3.5Conductive (7)3.6Connector (Charge) (7)3.7Contact (Charge) (7)3.8Control Pilot (7)3.9Coupler (Charge) (8)3.10DC Charging (8)3.11Electric Vehicle (EV) (8)3.12Electric Vehicle Supply Equipment (EVSE) (8)3.13Equipment Ground (Grounding Conductor) (8)3.14EV/PHEV Charging System (8)3.15Insulator (8)3.16Off-Board Charger (8)3.17On-Board Charger (8)3.18Plug In Hybrid Electric Vehicle (PHEV) (8)3.19Vehicle Inlet (Charge) (9)4.GENERAL CONDUCTIVE CHARGING SYSTEM DESCRIPTION (9)4.1AC Level 1 and AC Level 2 Interface Functions (9)4.2AC Level 1 Charging (11)4.3AC Level 2 Charging (12)4.4DC Charging (12)5.CONTROL AND DATA (12)5.1Typical Control Pilot Circuit (13)5.2Equivalent Control Pilot Circuit (13)5.3Control Pilot Functions (15)5.3.1Verification of Vehicle Connection (15)5.3.2EVSE Ready to Supply Energy (15)5.3.3EV/PHEV Ready to Accept Energy (15)5.3.4Determination of Indoor Ventilation (15)5.3.5EVSE Current Capacity (15)5.3.6Verification of Equipment Grounding Continuity (17)5.4Proximity Detection (17)5.5Digital Data Transfer (18)5.6Typical Start Up Sequence (20)6.GENERAL EV/PHEV REQUIREMENTS (21)6.1EV/PHEV Cable Ampacity Coordination (21)6.2Environmental (22)7.GENERAL EVSE REQUIREMENTS (22)7.1EVSE Electromagnetic Emissions (22)7.1.1EVSE Conducted Emissions (22)7.1.2EVSE Radiated Emissions (22)7.2EVSE Electromagnetic Immunity (22)7.3EVSE Electrostatic Discharge (24)7.4EVSE Harmonic Distortion Immunity (24)7.5EVSE Electrical Fast Transient Immunity (24)7.6EVSE Voltage Dips, Short Interruptions and Voltage Variations Immunity (24)7.7EVSE Magnetic Field Immunity (24)7.8EVSE Capacitor Switching Transient Test (24)7.9EVSE Voltage Surge Test (24)零点花园标准区欢迎您！The Standard is downloaded from Standard Sharing7.10Installation Requirements (25)7.11General Product Standards (25)7.12Personnel Protection System (25)7.13AC Present Indicator (25)7.14Conductor Cord Requirements (25)7.15Coupler Requirements (25)8.COUPLER REQUIREMENTS (25)8.1Vehicle Inlet/ Connector Compatibility (25)8.2Ergonomic Requirements (25)8.2.1Ease of Use (25)8.2.2Indexing (25)8.2.3Alignment (26)8.2.4Tactile Feel (26)8.2.5Latching (26)8.3Safety Requirements (26)8.3.1Isolation (26)8.3.2Exposure of Contacts (26)8.3.3Sharp Edges (26)8.3.4Touch Temperature (26)8.3.5Hazardous Conditions (26)8.3.6Unauthorized Access (26)8.4Performance Requirements (26)8.4.1Design Life (27)8.4.2Impact Resistance (27)8.4.3Vehicle Drive-Over (27)8.5Environmental Requirements (27)8.5.1General Environmental Considerations (27)8.5.2Temperature Range (27)8.5.3Temperature Rise (27)8.5.4Insulation Resistance (27)8.5.5Fluid Resistance (27)8.5.6Mechanical Requirements (27)8.5.7Sealing Requirements (28)8.6General Coupler Physical Description (28)8.6.1Vehicle Inlet General requirements (28)8.6.2Connector General Requirements (29)8.7Dimensional Requirements (29)8.7.1Interface Contacts Sizing (29)8.7.2Vehicle Inlet Physical Dimensions (29)8.7.3Connector Physical Dimensions (29)8.7.4Vehicle Inlet Access Zone (29)8.7.5Contact Sequencing (29)9.CHARGE STATUS INDICATOR (30)10.CONNECTOR / VEHICLE INLET OPTIONAL MARKING (30)11.NOTES (30)11.1Marginal Indicia (30)APPENDIX A HISTORY EVSE/VEHICLE INTERFACE (31)APPENDIX B AC LEVEL 3 CHARGING (34)APPENDIX C PREVIOUS CHARGE COUPLER DESIGNS (37)APPENDIX D CHARGE COUPLER DIMENSIONAL REQUIREMENTS (NON LOCKABLE) (43)APPENDIX E CHARGE COUPLER DIMENSIONAL REQUIREMENTS (LOCKABLE) (49)零点花园标准区欢迎您！1. SCOPEThis SAE Recommended Practice covers the general physical, electrical, functional and performance requirements to facilitate conductive charging of EV/PHEV vehicles in North America. This document defines a common EV/PHEV and supply equipment vehicle conductive charging method including operational requirements and the functional and dimensional requirements for the vehicle inlet and mating connector.2. REFERENCES2.1 Applicable PublicationsThe following publications form a part of this specification to the extent specified herein. Unless otherwise indicated, the latest issue of SAE and other applicable publications shall apply.Publications2.1.1 SAEAvailable from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), .SAE J1113-21 Electromagnetic Compatibility Measurement Procedure for Vehicle Components—Part 21: Immunity to Electromagnetic Fields, 30 MHz to 18 GHz, Absorber-Lined ChamberSAE J1211 Handbook for Robustness Validation of Automotive Electrical/Electronic ModulesSAE J1850 Class B Data Communications Network InterfaceSAE J2293-1 Energy Transfer System for Electric Vehicles—Part 1: Functional Requirements and System ArchitecturesSAE J2293-2 Energy Transfer System for Electric Vehicles—Part 2: Communication Requirements and Network Architecture2.1.2 Canadian Standards Association PublicationAvailable from Canadian Standards Association, 170 Rexdale Boulevard, Rexdale, Ontario, Canada M9W 1R3, www.csa.ca.Canadian Electrical Code Part 1, Section 862.1.3 Federal Communication Commission PublicationsAvailable from the United States Government Printing Office, 732 North Capitol Street, NW, Washington, DC 20401, Tel: 202-512-1800, /cfr/retrieve.html.CFR 40 Code of Federal Regulations—Title 40, Part 600, Subchapter QCFR 47 Code of Federal Regulations—Title 47, Parts 15A, 15B, and 18C零点花园标准区欢迎您！The Standard is downloaded from Standard Sharing2.1.4 InternationalElectrotechnical Commission PublicationAvailable from International Electrotechnical Commission, 3, rue de Verambe, P.O. Box 131, 1211 Geneva 20, Switzerland, Tel: +41-22-919-02-11, www.iec.ch.IEC Publications are also available from the American National Standards Institute, 25 West 43rd Street, New York, NY 10036-8002, Tel: 212-642-4900, .CISPR 12 Vehicles, boats and internal combustion engines—Radio disturbance characteristics—Limits and methods of measurement for the protection of off-board receivers61000-4-6 Electromagnetic compatibility (EMC)—Part 4-6: Testing and measurement techniques—Immunity to conducted disturbances, induced by radiofrequency fields2.1.5 International Standards Organization PublicationAvailable from International Organization for Standardization, 1 rue de Varembe, Case Postale 56, CH-1211 Geneva 20, Switzerland, Tel: +41-22-749-01-11, .Also available from American National Standards Institute, 25 West 43rd Street, New York, NY 10036-8002, Tel: 212-642-4900, .ISO 11451-2 Road vehicles—Vehicle test methods for electrical disturbances from narrowband radiated electromagnetic energy—Part 2: Off-vehicle radiation sources2.1.6 National Fire Protection Association PublicationAvailable from the National Fire Protection Agency, 1 Batterymarch Park, Quincy, MA 02169-7471, Tel: 617-770-3000, .National Electrical Code, NFPA 70 Article 625 (2008 edition)Laboratories Inc. Publications2.1.7 UnderwritersAvailable from Underwriters Laboratories Inc., 333 Pfingsten Road, Northbrook, IL 60062-2096, Tel: 847-272-8800, .UL 50 Standard for Enclosures for Electrical EquipmentUL 1439 Determination of Sharpness of Edges on EquipmentUL 2202 EV Charging System EquipmentUL 2231-1 Personnel Protection Systems for Electric Vehicle Supply Circuits: General RequirementsUL 2231-2 Personnel Protection Systems for Electric Vehicle Supply Circuits: Particular Requirements for Protection Devices for Use in Charging SystemsUL 2251 Plugs, Receptacles, and Couplers for Electric Vehicles2.2 Related PublicationsThe following publications are provide for information purposes only and are not a required part of this document.零点花园标准区欢迎您！2.2.1 SAEPublicationsAvailable from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), .SAE J551-5 Performance Levels and Methods of Measurement of Magnetic and Electric Field Strength from Electric Vehicles, Broadband, 9 kHz to 30 MHzSAE J1742 Connections for High Voltage On-Board Vehicle Electrical Wiring Harness—Test Methods and General Performance RequirementsSAE J1773 SAE Electric Vehicle Inductively Coupled ChargingSAE J1812 Function Performance Status Classification for EMC Immunity TestingSAE J2178-1 Class B Data Communication Network Messages—Detailed Header Formats and Physical Address AssignmentsSAE J2178-2 Class B Data Communication Network Messages—Part 2: Data Parameter DefinitionsSAE J2178-3 Class B Data Communication Network Messages—Part 3: Frame IDs for Single-Byte Forms of HeadersSAE J2178-4 Class B Data Communication Network Messages—Message Definitions for Three Byte HeadersElectrotechnical Commission Publications2.2.2 InternationalAvailable from International Electrotechnical Commission, 3, rue de Verambe, P.O. Box 131, 1211 Geneva 20, Switzerland, Tel: +41-22-919-02-11, www.iec.ch.IEC Publications are also available from the American National Standards Institute, 25 West 43rd Street, New York, NY 10036-8002, Tel: 212-642-4900, .61000-4-3 Electromagnetic compatibility (EMC)—Part 4-3: Testing and measurement techniques—Radiated, radio-frequency, electromagnetic field immunity testIEC 61851-1 Electric Vehicle Conductive Charging System—Part 1: General RequirementsIEC 61851-21 Electric Vehicle Conductive Charging System—Part 21: Electric Vehicle Requirements for Connection to an AC / DC SupplyIEC 61851-22 Electric Vehicle Conductive Charging System—Part 22: AC Electric Vehicle Charging StationLaboratories Inc. Publications2.2.3 UnderwritersAvailable from Underwriters Laboratories Inc., 333 Pfingsten Road, Northbrook, IL 60062-2096, Tel: 847-272-8800, .UL 94 Tests for Flammability of Plastic Materials for Parts in Devices and AppliancesUL 231 Power OutletsUL 746A Standard for Polymeric Materials—Short Term Property EvaluationsUL 840 Insulation Coordination Including Clearance and Creepage Distances for Electrical EquipmentUL 2594 Outline of Investigation—Electric Vehicle Supply Equipment零点花园标准区欢迎您！The Standard is downloaded from Standard Sharing3. DEFINITIONS3.1 AC Level 1 ChargingA method that allows an EV/PHEV to be connected to the most common grounded electrical receptacles (NEMA 5-15R and NEMA 5-20R). The vehicle shall be fitted with an on-board charger capable of accepting energy from the existing single phase alternating current (AC) supply network. The maximum power supplied for AC Level 1 charging shall conform to the values in Table 1. A cord and plug EVSE with a NEMA 5-15P plug may be used with a NEMA 5-20R receptacle. A cord and plug EVSE with a NEMA 5-20P plug is not compatible with a NEMA 5-15R receptacle.3.2 AC Level 2 ChargingA method that uses dedicated AC EV/PHEV supply equipment in either private or public locations. The vehicle shall be fitted with an on-board charger capable of accepting energy from single phase alternating current (AC) electric vehicle supply equipment. The maximum power supplied for AC Level 2 charging shall conform to the values in Table 1.3.3 ChargerAn electrical device that converts alternating current energy to regulated direct current for replenishing the energy of an energy storage device (i.e., battery) and may also provide energy for operating other vehicle electrical systems.3.4 Chassis GroundThe conductor used to connect the non-current carrying metal parts of the vehicle high voltage system to the equipment ground.3.5 ConductiveHaving the ability to transmit electricity through a physical path (conductor).3.6 Connector (Charge)A conductive device that by insertion into a vehicle inlet establishes an electrical connection to the electric vehicle for the purpose of transferring energy and exchanging information. This is part of the coupler.3.7 Contact (Charge)A conductive element in a connector that mates with a corresponding element in the vehicle inlet to provide an electrical path.3.8 Control PilotAn electrical signal that is sourced by the Electric Vehicle Supply Equipment (EVSE). Control Pilot is the primary control conductor and is connected to the equipment ground through control circuitry on the vehicle and performs the following functions:a. Verifies that the vehicle is present and connectedb. Permits energization/de-energization of the supplyc. Transmits supply equipment current rating to the vehicled. Monitors the presence of the equipment grounde. Establishes vehicle ventilation requirements零点花园标准区欢迎您！3.9 Coupler (Charge)A mating vehicle inlet and connector set.3.10 DC ChargingA method that uses dedicated direct current (DC) EV/PHEV supply equipment to provide energy from an appropriate off-board charger to the EV/PHEV in either private or public locations.3.11 Electric Vehicle (EV)An automotive type vehicle, intended for highway use, primarily powered by an electric motor that draws from a rechargeable energy storage device. For the purpose of this document the definition in the United States Code of Federal Regulations – Title 40, Part 600, Subchapter Q is used. Specifically, an automobile means:a. Any four wheeled vehicle propelled by a combustion engine using on-board fuel or by an electric motor drawingcurrent from a rechargeable storage battery or other portable energy devices (rechargeable using energy from a source off the vehicle such as residential electric service).b. Which is manufactured primarily for use on public streets, roads, and highways.c. Which is rated not more that 3855.6 kg (8500 lb), which has a curb weight of not more than 2721.6 kg (6000 lb), andwhich has a basic frontal area of not more than 4.18 m2 (45 ft2).3.12 Electric Vehicle Supply Equipment (EVSE)The conductors, including the ungrounded, grounded, and equipment grounding conductors, the electric vehicle connectors, attachment plugs, and all other fittings, devices, power outlets, or apparatuses installed specifically for the purpose of delivering energy from the premises wiring to the electric vehicle. Charging cords with NEMA 5-15P and NEMA 5-20P attachment plugs are considered EVSEs.3.13 Equipment Ground (Grounding Conductor)A conductor used to connect the non-current carrying metal parts of the EV/PHEV supply equipment to the systemgrounding conductor, the grounding electrode conductor, or both, at the service equipment.3.14 EV/PHEV Charging SystemThe equipment required to condition and transfer energy from the constant frequency, constant voltage supply network to the direct current, variable voltage EV/PHEV traction battery bus for the purpose of charging the battery and/or operating vehicle electrical systems while connected.3.15 InsulatorThe portion of a charging system that provides for the separation, support, sealing, and protection from live parts.3.16 Off-Board ChargerA charger located off of the vehicle.3.17 On-Board ChargerA charger located on the vehicle.3.18 Plug In Hybrid Electric Vehicle (PHEV)A hybrid vehicle with the ability to store and use off-board electrical energy in a rechargeable energy storage device.零点花园标准区欢迎您！The Standard is downloaded from Standard Sharing3.19 Vehicle Inlet (Charge)The device on the electric vehicle into which the connector is inserted for the purpose of transferring energy andexchanging information. This is part of the coupler.4. GENERAL CONDUCTIVE CHARGING SYSTEM DESCRIPTIONIn the most fundamental sense, there are 3 functions, 2 electrical and 1 mechanical, that must be performed to allow charging of the EV/PHEV battery from the electric supply network. The electric supply network transmits alternating current electrical energy at various nominal voltages (rms) and a frequency of 60 Hz. The EV/PHEV battery is a DC device that operates at a varying voltage depending on the nominal battery voltage, state-of-charge, and charge/discharge rate. The first electrical function converts the AC to DC and is commonly referred to as rectification. The second electrical function is the control or regulation of the supply voltage to a level that permits a managed charge rate based on the battery charge acceptance characteristics – i.e., voltage, capacity, electrochemistry, and other parameters. The combination of these two functions are the embodiment of a charger. The mechanical function is the physical coupling or connecting of the EV/PHEV to the EVSE and is performed by the user. The conductive charging system consists of a charger and a coupler. The conductive system architecture is suitable for use with electrical ratings as specified in Table 1 and as shown in Figure 1.TABLE 1 - CHARGE METHOD ELECTRICAL RATINGS (NORTH AMERICA)Charge Method Nominal Supply Voltage(Volts) Maximum Current (Amps-continuous) Branch Circuit Breakerrating (Amps) AC Level 1 120 V AC, 1-phase 12 A 15 A (minimum)120 V AC, 1-phase16 A 20 AAC Level 2 208 to 240 V AC, 1-phase ≤ 80 A Per NEC 625 DC ChargingUnder DevelopmentConductive CouplerEV Supply EquipmentElectric VehicleFIGURE 1 - CONDUCTIVE EV/PHEV CHARGING SYSTEM ARCHITECTURE4.1AC Level 1 and AC Level 2 Interface FunctionsThe conductive coupler consists of a connector/vehicle inlet set with electromechanical contacts imbedded in an insulator and contained within a housing for each of the mating parts. The contacts provide a physical connection at the vehicle interface for the power conductors, equipment grounding conductor, and control pilot conductor between the EV/PHEV and EVSE. In addition a proximity sense conductor is provided between the EV/PHEV and charge connector. The interface consists of 5 contacts that perform the interface functions as shown in Figure 2 and specified in Table 2.零点花园标准区欢迎您！FIGURE 2 - AC LEVEL 1 AND AC LEVEL 2 CONDUCTIVE COUPLER CONTACT INTERFACE FUNCTIONSTABLE 2 - AC LEVEL 1 AND AC LEVEL 2 CONDUCTIVE COUPLER CONTACT FUNCTIONSContact #Connector Function Vehicle Inlet Function Description1 AC Power (L1) Charger 1 Power for AC Level 1 and2 2 AC Power (L2,N) Charger 2Power for AC Level 1 and 23 Equipment ground Chassis ground Connect EVSE equipment grounding conductor to EV/PHEV chassis ground during charging4 Control pilot Control pilot Primary control conductor (operation described in Section 5)5 Proximity DetectionProximity DetectionAllows vehicle to detect presence of charge connector零点花园标准区欢迎您！The Standard is downloaded from Standard Sharing4.2 AC Level 1 ChargingA method of EV/PHEV charging that extends AC power from the most common grounded electrical receptacle to an on-board charger using an appropriate cord set, as shown in Figure 3 at the electrical ratings specified in Table 1. AC level 1 allows connection to existing electrical receptacles in compliance with the National Electrical Code - Article 625.FIGURE 3 - AC LEVEL 1 SYSTEM CONFIGURATIONFigure Illustrates Vehicle Charging零点花园标准区欢迎您！4.3 AC Level 2 ChargingThe primary method of EV/PHEV charging that extends AC power from the electric supply to an on-board charger from a dedicated EVSE as shown in Figure 4. The electrical ratings are similar to large household appliances and specified in Table 1. AC Level 2 may be utilized at home, workplace, and public charging facilities.FIGURE 4 - AC LEVEL 2 SYSTEM CONFIGURATIONFigure Illustrates Vehicle Charging4.4 DC ChargingUnder development.5. CONTROL AND DATAThe control pilot circuit is the primary control means to ensure proper operation when connecting an EV/PHEV to the EVSE. This section describes the functions and sequencing of events for this circuit based on the recommended typical implementation or equivalent circuit parameters.零点花园标准区欢迎您！The Standard is downloaded from Standard Sharing5.1 Typical Control Pilot CircuitA typical control pilot circuit is shown in Figure 5.FIGURE 5 - TYPICAL CONTROL PILOT CIRCUIT5.2 Equivalent Control Pilot CircuitThe equivalent control pilot circuit and vehicle states are shown in Figure 6 and defined in Table 3, Table 4, and Table 5.FIGURE 6 - CONTROL PILOT EQUIVALENT CIRCUIT零点花园标准区欢迎您！TABLE 3 - DEFINITION OF VEHICLE STATESVehicle State Designation Voltage (vdc Nominal) Description of Vehicle StateState A 12.0(1)Vehicle not connectedState B 9.0(2)(3)Vehicle connected / not ready to accept energyState C 6.0(2)Vehicle connected / ready to accept energy / indoorcharging area ventilation not requiredState D 3.0(2)Vehicle connected / ready to accept energy / indoorcharging area ventilation requiredState E 0 EVSE disconnected, utility power not available, orother EVSE problemState F –12.0(1)EVSE not available, or other EVSE problem1. Static voltage.2. Positive portion of 1 KHz square wave, measured after transition has fully settled.3. From a transition from State A to State B begins as a static DC voltage which transitions to PWM upon the EVSE detection of vehicleconnected / not ready to accept energy.TABLE 4 - EVSE CONTROL PILOT CIRCUIT PARAMETERS (SEE FIGURE 6)Parameter(1)Symbol Units Nominal Value Maximum Value Minimum Value Generatorvoltage high, open circuit Voch Volts 12.00 12.60 11.40voltage low, open circuit Vocl Volts –12.00 –12.60 –11.40Frequency FoHertz10001020980 pulse width(2)Pwo Microsec Per Figure 7 Nom, + 25 µs Nom, - 25 µsrise time(3) TrgMicrosecn.a.2n.a. fall time(3) TfgMicrosecn.a.2n.a. settling time(4) TsgMicrosecn.a.3 n.a. Output Componentsequivalent source resistance R1 Ohms 1000 1030(5) 970(5)total equivalent EVSE capacitance, w/o cable C1 Picofaradsn.a. n.a. 300(6)total equivalent EVSEcapacitance, including cableC1 + Cc Picofarads n.a. 3100 n.a.1. Tolerances to be maintained over the environmental conditions and useful life as specified by the manufacturer.2. Measured at 50% points of complete negative-to-positive or positive-to-negative transitions.3. 10% to 90% of complete negative-to-positive transition or 90% to 10% of complete positive-to-negative transition measured betweenthe pulse generator output and R1. Note that the term Generator is referring to the EVSE circuitry prior to and driving the 1KΩ sourceresistor with a ±12V square wave. This circuitry should have rise/fall times faster than 2 µsec. Rise/fall times slower than this will beginto add noticeably to the output rise/fall times dictated by the 1KΩ resistor and all capacitance on the Pilot line.4. To 95% of steady-state value, measured from start of transition.5. Maximum and minimum resistor values are ±3% about nominal.6. Guarantees rise time slow enough to remove transmission line effects from cable.零点花园标准区欢迎您！The Standard is downloaded from Standard Sharing。
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315. Lior J. Strahilevitz, Wealth without Markets? (November 2006)
Timur Kuran
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312. Dennis W. Carlton and Randal C. Picker, Antitrust and Regulation (October 2006)
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公众参与加州空气质量规章制定和重大决策
Makes and enforces regulations to provide safe, clean air for all Californians
制定并执行规章以为全加州居民提供安全、清洁空气
Oversees 35 local air districts
监督35个地方空气质量管理区
Email listservs 邮件列表 (LISTSERVs) Business memberships and associations 商会会员及各种协会
Local and State Chambers of Commerce 地方和州的商会 Associations representing affected industries
加州空气资源委员会（加空委）
Is the State air pollution control agency and a department of the California Environmental Protection Agency
是加州空气污染控制机构, 也是加州环保局的一个部门
Board composed of 11 appointees
公众参与是研究制定防止空气污染政策、计划和规章等决 策过程中的关键一环
3
Office of the Ombudsman
监察专员办公室
One definition of “ombudsman” is a person employed by an institution to investigate complaints against it
代表受拟议规定影响行业的协会 Community-based organizations 社区组织
Candain food regulation
5
Canadian Food Inspection Agency's Role
• Reports to Minister of Agriculture and AgriFood
• Provides all federal inspection services related to food • Enforces the food safety and nutritional quality standards established by Health Canada under the provisions of the Food and Drugs Act and Pest Control Products Act, and the administration and enforcement of the non-health and safety aspects (such as composition and economic fraud)
• • • • must contain detailed information about the additive: its proposed use the results of safety tests, and information on the effectiveness of the food additive for its intended use
• Department of Health Canada
• Health Products and Food Branch – Food Directorate – Veterinary Drug Directoratቤተ መጻሕፍቲ ባይዱ – Inspectorate • Pest Management Regulatory Agency
第六章 岛屿生物地理学理论与生物多样性保护
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sae j1979_199709
SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefrom, is the sole responsibility of the user.”SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions.QUESTIONS REGARDING THIS DOCUMENT: (412) 772-8512 FAX: (412) 776-0243TO PLACE A DOCUMENT ORDER; (412) 776-4970 FAX: (412) 776-0790http:\\Copyright 1996 Society of Automotive Engineers, Inc.SURFACE VEHICLE 400 Commonwealth Drive, Warrendale, PA 15096-0001RECOMMENDED PRACTICEAn American National Standard J1979REV.SEP97Issued 1991-12Revised 1997-09Superseding J1979 JUL96E/E DIAGNOSTIC TEST MODESForeword—This document describes the implementation of the Diagnostic Test Modes necessary to meet California On-Board Diagnostic (OBD II) and Federal On-Board Diagnostic (OBD) requirements for emission related test data. This document is one of several prepared by task forces of the SAE E/E Diagnostics Committee in order to satisfy the current and proposed regulations. The development of these recommended practices has been coordinated so that they are compatible with each other and with the legislation. Other documents necessary in addition to this document are:SAE J1930—E/E Systems Diagnostic Terms, Definitions, Abbreviations, and AcronymsSAE J1962—Diagnostic ConnectorSAE J1978—OBD II Scan ToolSAE J2012—Recommended Format and Messages for Diagnostic Trouble CodesIn addition, the diagnostic data communication link to be utilized with these recommended practices is specified by the regulation to be as specified in one of the following documents:SAE J1850—Class B Data Communication Network InterfaceISO 9141-2:1994(E)—Road vehicles—Diagnostic systems—CARB requirements for interchange of digitalinformationISO/DIS 14230-4:1997(E)—Road vehicles—Diagnostic systems—KWP 2000 requirements for emission-related systemsTABLE OF CONTENTS1. Scope (3)2. References (4)2.1 Applicable Publications (4)2.1.1 SAE Publications (4)2.1.2 ISO Publications (4)2.1.3 California ARB Publications (4)2.1.4 Federal EPA Publications (4)3. Definitions (4)3.1 Absolute Throttle Position Sensor (4)3.2 Bank (4)3.3 Base Fuel Schedule (4)3.4 Calculated Load Value (5)3.5 Continuous Monitoring (5)3.6 Fuel Trim (5)4. Technical Requirements (5)4.1 Diagnostic Test Mode General Conditions (5)4.1.1 Multiple Responses to a Single Data Request (5)4.1.2 Response Time (5)4.1.3 Minimum Time Between Requests From Scan Tool (5)4.1.4 Data Not Available (5)4.1.5 Maximum Values (6)4.2 Diagnostic Message Format (6)4.2.1 Addressing Method (6)4.2.2 Maximum Message Length (6)4.2.3 Diagnostic Message Format (6)4.2.4 Header Bytes (7)4.2.5 Data Bytes (7)4.2.6 Non-Data Bytes Included in Diagnostic Messages With SAE J1850 (7)4.2.7 Non-Data Bytes Included in Diagnostic Messages With ISO 9141-2 (7)4.2.8 Bit Position Convention (8)4.3 Allowance for Expansion and Enhanced Diagnostic Test Modes (8)4.4 Format of Data to be Displayed (8)5. Test Modes (9)5.1 Mode $01—Request Current Powertrain Diagnostic Data (9)5.1.1 Functional Description (9)5.1.2 Message Data Bytes (9)5.2 Mode $02—Request Powertrain Freeze Frame Data (9)5.2.1 Functional Description (9)5.2.2 Message Data Bytes (10)5.3 PIDs for Modes $01 and $02 (10)5.4 Mode $03—Request Emission-Related Powertrain Diagnostic Trouble Codes (17)5.4.1 Functional Description (17)5.4.2 Message Data Bytes (18)5.4.3 Powertrain Diagnostic Trouble Code Example (19)5.5 Mode $04—Clear/Reset Emission-Related Diagnostic Information (20)5.5.1 Functional Description (20)5.5.2 Message Data Bytes (20)5.6 Mode $05—Request Oxygen Sensor Monitoring Test Results (20)5.6.1 Functional Description (20)5.6.2 Message Data Bytes (21)5.7 Mode $06—Request On-Board Monitoring Test Results (24)5.7.1 Functional Description (24)5.7.2 Message Data Bytes (25)5.7.3 Message Example (28)5.8 Mode $07—Request On-Board Monitoring Test Results (30)5.8.1 Functional Description (30)5.8.2 Message Data Bytes (30)5.9 Mode $08—Request Control of On-Board System, Test, or Component (31)5.9.1 Functional Description (31)5.9.2 Message Data Bytes (31)5.9.3 Test ID and Data Byte Descriptions (32)5.10 Mode $09—Request Vehicle Information (32)5.10.1 Functional Description (32)5.10.2 Message Data Bytes (33)5.10.3 Vehicle Information Types and Data Byte Descriptions (33)5.10.4 Message Example (35)6. Notes (36)6.1 Marginal Indicia (36)1.Scope—This SAE Recommended Practice defines diagnostic test modes, and request and responsemessages, necessary to be supported by vehicle manufacturers and test tools to meet the requirements of the California OBD II and Federal OBD regulations, which pertain to vehicle emission-related data only. These messages are intended to be used by any service tool capable of performing the mandated diagnostics.In addition, capabilities are defined that are intended to meet other Federal and State regulations pertaining to related issues such as Inspection and Maintenance (I/M) and service information availability. This document provides the mechanism to satisfy requirements included in regulations, and not all capabilities included in this document are required by regulations. This document also is not considered a final authority for interpretation of the regulations, so the reader should determine the applicability of the capabilities defined in this document for their specific need.Diagnostic Test Modes included in this document are:a.Mode $01—Request Current Powertrain Diagnostic DataAnalog inputs and outputsDigital inputs and outputsSystem status informationCalculated valuesb.Mode $02—Request Powertrain Freeze Frame DataAnalog inputs and outputsDigital inputs and outputsSystem status informationCalculated valuesc.Mode $03—Request Emission-Related Powertrain Diagnostic Trouble Codesd.Mode $04—Clear/Reset Emission-Related Diagnostic Informatione.Mode $05—Request Oxygen Sensor Monitoring Test Resultsf.Mode $06—Request On-Board Monitoring Test Results for Non-Continuously Monitored Systemsg.Mode $07—Request On-Board Monitoring Test Results for Continuously Monitored Systemsh.Mode $08—Request Control of On-Board System, Test, or Componenti.Mode $09—Request Vehicle lnformationFor each test mode, this specification includes:a.Functional descriptions of test modeb.Request and response message formatsFor some of the more complex test modes, an example of messages and an explanation of the interpretation of those messages is included.2.References2.1Applicable Publications—The following publications form a part of this specification to the extent specifiedherein. Unless otherwise specified, the latest issue of SAE publications shall apply.2.1.1SAE P UBLICATIONS—Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001.SAE J1850—Class B Data Communication Network InterfaceSAE J1930—E/E Systems Diagnostic Terms, Definitions, Abbreviations, and AcronymsSAE J1962—Diagnostic ConnectorSAE J1978—OBD II Scan ToolSAE J2012—Recommended Format and Messages for Diagnostic Trouble CodesSAE J2186—Diagnostic Data Link SecuritySAE J2190—Enhanced E/E Diagnostic Test Modes2.1.2ISO D OCUMENTS—Available from ANSI, 11 West 42nd Street, New York, NY 10036-8002.ISO9141-2:1994(E)—Road vehicles—Diagnostic systems—CARB requirements for interchange of digital informationISO/FDIS 14229:1998(E)—Road vehicles—Diagnostic systems—Specification of diagnostic servicesISO/FDIS14230-3:1997(E)—Road vehicles—Diagnostic systems—Keyword Protocol 2000—Part 3: ImplementationISO/DIS14230-4—Road vehicles—Diagnostic systems—KWP 2000 requirements for Emission-related systems2.1.3C ALIFORNIA ARB D OCUMENTS—Available from California Air Resources Board, 9528 Telstar Avenue, ElMonte, CA 91731.California Code of Regulations, Title 13, Section 1968.1—Malfunction and Diagnostic System Requirements—1994 and Subsequent Model-Year Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles and Engines (OBD II)2.1.4F EDERAL EPA D OCUMENTS—Available from the Superintendent of Documents, U.S. Government PrintingOffice, Washington, DC 20402.Environmental Protection Agency 40 CFR Part 86—Control of Air Pollution From New Motor Vehicles and New Motor Vehicle Engines; Regulations Requiring On-Board Diagnostic Systems on 1994 and LaterModel Year Light-Duty Vehicles and Light-Duty Trucks3.Definitions—Most terms for components and systems contained in this document are included in SAE J1930.This section includes additional definitions of terms not included in SAE J1930.3.1Absolute Throttle Position Sensor—This value is intended to represent the throttle opening. For systemswhere the output is proportional to the input voltage, this value is the percent of maximum input signal. For systems where the output is inversely proportional to the input voltage, this value is 100% minus the percent of maximum input signal. Throttle position at idle will usually indicate greater than 0%, and throttle position at wide open throttle will usually indicate less than 100%.3.2Bank—The group of cylinders which feed an oxygen sensor. Bank 1 contains the Number 1 cylinder.3.3Base Fuel Schedule—The fuel calibration schedule programmed into the Powertrain Control Module orPROM when manufactured or when updated by some off-board source, prior to any learned on-board correction.3.4Calculated Load Value—An indication of the current airflow divided by peak airflow, where peak airflow iscorrected for altitude, if available. Mass airflow and barometric pressure sensors are not required for this calculation. This definition provides a unitless number that is not engine specific, and provides the service technician with an indication of the percent engine capacity that is being used (with wide open throttle as 100%). See Equation 1.(Eq. 1)3.5Continuous Monitoring—Sampling at a rate no less than two samples per second.3.6Fuel Trim—Feedback adjustments to the base fuel schedule. Short-term fuel trim refers to dynamic orinstantaneous adjustments. Long-term fuel trim refers to much more gradual adjustments to the fuel calibration schedule than short-term trim adjustments. These long-term adjustments compensate for vehicle differences and gradual changes that occur over time.4.Technical Requirements4.1Diagnostic Test Mode General Conditions—These guidelines are necessary to ensure proper operation of both the test equipment and the vehicle during diagnostic procedures. Test equipment, when using messages defined in this document, should not affect normal operation of the emission control system.4.1.1M ULTIPLE R ESPONSES TO A S INGLE D ATA R EQUEST —The messages contained in this document are functional messages, which means the off-board test equipment will request data without knowledge of which module on the vehicle will respond. In some vehicles, multiple modules may respond with the information requested.In addition, a single module may send multiple responses to a single request. Any test device requesting information must, therefore, have provisions for receiving multiple responses.4.1.2R ESPONSE TIME —For SAE J1850 network interfaces, the on-board systems should respond to a request within 100 ms of a request or a previous response. With multiple responses possible from a single request,this allows as much time as is necessary for all modules to access the data link and transmit their response(s). If there is no response within this time period, the tool can either assume no response will be received, or if a response has already been received, that no more responses will be received.For ISO 9141-2 interfaces, response time requirements are specified in the ISO 9141-2 document.For ISO 14230-4 interfaces, response time requirements are specified in the ISO 14230-4 document.4.1.3M INIMUM T IME B ETWEEN R EQUESTS F ROM S CAN T OOL —For SAE J1850 network interfaces, a tool shouldalways wait for a response from the previous request, or “no response” timeout before sending another request. In no case should a request be sent less than 100 ms after the previous request.For ISO 9141-2 interfaces, required times between requests are specified in the ISO 9141-2 document.For ISO 14230-4 interfaces, required times between requests are specified in the ISO 14230-4 document.4.1.4D ATA N OT A VAILABLE —There are two conditions for which data is not available. One condition is that the testmode is not supported, and the other is that the test mode is supported, but data is not currently available.For SAE J1850 and ISO 9141-2 interfaces, there will be no reject message to a functional request if the request is not supported by the module. This prevents responses from all modules that do not support a test mode or a specific data value.For ISO 14230-4 interfaces, there will be a response to every request, either positive (with data) or negative.Format and possible codes of negative responses are given in ISO 14230-4.CLV Current airflow Peak airflow @ sea level ()----------------------------------------------------------------------Atmospheric pressure @ sea level ()Barometric pressure------------------------------------------------------------------------------------------------×100%×=Some test modes are supported by a vehicle, but data may not always be available when requested. For Modes $05 and $06, if the test has not been run since test results were last cleared, or for Mode $02 if freeze frame data has not been stored, or for Mode $09 if the engine is running, valid data will not be available. For these conditions, the manufacturer has the option to either not respond or to respond with data that is invalid.The functional descriptions for these test modes discuss the method to determine if data is valid.4.1.5M AXIMUM V ALUES—If the data value exceeds the maximum value possible to be sent, the on-board systemshould send the maximum value possible ($FF or $FFFF). The tool should display the maximum value or an indication of data too high. This is not normally critical for real time diagnostics, but in the case of a misfire at 260 km/h with resulting freeze frame data stored, this will be very valuable diagnostic information.4.2Diagnostic Message Format4.2.1A DDRESSING M ETHOD—Functional addressing will be used for all generic Diagnostic Test Mode messagesbecause the test tool does not know which system on the vehicle has the information that is needed.4.2.2M AXIMUM M ESSAGE L ENGTH—SAE J1850 defines required message elements and maximum messagelengths that effectively limit the number of bytes that can be defined by this document to 12 bytes.4.2.3D IAGNOSTIC M ESSAGE F ORMAT—To conform to the SAE J1850 limitation on message length, diagnosticmessages specified in this document begin with a three byte header, have a maximum of 7 data bytes, require ERR (error detection byte), and allow RSP (in-frame response byte), as shown in Figure 1.FIGURE 1—DIAGNOSTIC MESSAGE FORMAT4.2.4H EADER B YTES—The first three bytes of all diagnostic messages are the header bytes.For SAE J1850 and ISO 9141-2 interfaces, the value of the first header byte is dependent on the bit rate of the data link and the type of message, as shown in 4.2.3. The second byte has a value that depends on the type of message, either a request or a response.For ISO 14230-4 interfaces, the value of the first header byte indicates the length of the data field. The second byte is the address of the receiver of the message.The third header byte for all interfaces is the physical address of the device sending the message.Device address $F1 should be used for an OBD II Scan Tool, or any other tool that does not have a special reason to use another address. Other service tools should use addresses in the range from $F0 to $FD.The response to all request messages in this document will be independent of the address of the test equipment requesting the information.Vehicle manufacturers should not use the SAE J1979 header bytes for any purpose other than diagnostic messages. When they are used, they must conform to this specification.4.2.5D ATA B YTES—The maximum number of data bytes available to be specified in this document is 7. The firstdata byte following the header is the test mode, and the remaining 6 bytes vary depending on the specific test mode.For SAE J1850 and ISO 9141-2 interfaces, each unique diagnostic message defined in this document is a fixed length, although not all messages are the same length. For modes $01 and $02, message length is determined by Parameter Identification (PID). For Mode $05, message length is determined by Test ID. For other modes, the message length is determined by the mode. This enables the tools to check for proper message length, and to recognize the end of the message without waiting for possible additional data bytes.For ISO 14230-4 interfaces, the message length is always determined by the length information included in the first byte of the header.4.2.6N ON-DATA B YTES I NCLUDED IN D IAGNOSTIC M ESSAGES W ITH SAE J1850—All diagnostic messages will use aCyclic Redundancy Check (CRC), as defined in SAE J1850, as the error detection (ERR) byte.In-frame response (RSP) is defined as optional in SAE J1850. For messages defined in this document, the RSP byte is required in all request and response messages at 41.6 Kbps, and is not allowed for messages at10.4 Kbps. The in-frame response byte shall be the node address of the device transmitting the RSP.SAE J1850 defines additional message elements that may be included in Diagnostic Messages. Use of these message elements is beyond the scope of this specification, but need to be considered when defining total diagnostic messages.4.2.7N ON-D ATA B YTES I NCLUDED IN D IAGNOSTIC M ESSAGES W ITH ISO 9141-2 AND ISO 14230-4—Messages will in-clude a checksum, defined in ISO 9141-2 and ISO 14230-4, after the data bytes instead of the CRC used with SAE J1850.There is no provision for an in-frame response in ISO 9141-2 or ISO 14230-4.4.2.8B IT P OSITION C ONVENTION—Some data byte values in this document include descriptions that are based onbit positions within the byte. The convention used in this document is that the Most Significant Bit (MSB) is referred to as “bit 7,” and the Least Significant Bit (LSB) is referred to as “bit 0,” as shown in Figure 2:FIGURE 2—BIT POSITION WITHIN A DATA BYTE4.3Allowance for Expansion and Enhanced Diagnostic Test Modes—This document allows for the addition ofDiagnostic Test Modes both as industry standards and manufacturer specific modes. Enhanced Diagnostic Test Modes are defined in a separate SAE document, J2190, for the SAE J1850 interface and in ISO 14229 and ISO 14230 documents for ISO 14230-4. That document reserves functional test modes $00 through $0F to be defined in SAE J1979 if needed to accommodate future legislated requirements.4.4Format of Data to be Displayed—The format of data to be displayed to the user of the data obtained withthese test modes needs to be standardized so that vehicle manufacturers can write generic service information. The following table indicates the type of data and minimum requirements for format of the data.See Figure 3.FIGURE 3—FORMAT OF DATA TO BE DISPLAYED5.Test Modes5.1Mode $01—Request Current Powertrain Diagnostic Data5.1.1F UNCTIONAL D ESCRIPTION—The purpose of this mode is to allow access to current emission related datavalues, including analog inputs and outputs, digital inputs and outputs, and system status information. The request for information includes a Parameter Identification (PID) value that indicates to the on-board system the specific information requested. PID definitions, scaling information, and display formats are included in this document.The on-board module will respond to this message by transmitting the requested data value last determined by the system. All data values returned for sensor readings will be actual readings, not default or substitute values used by the system because of a fault with that sensor.Not all PIDs are applicable or supported by all systems. PID $00 is a bit-encoded PID that indicates, for each module, which PIDs that module supports. PID $00 must be supported by all modules that respond toa Mode $01 request as defined in this document, because diagnostic tools that conform to SAE J1978 usethe presence of a response by the vehicle to this request to determine which protocol is supported for OBD II communications.5.1.2M ESSAGE D ATA B YTES—(See Figure 4.)FIGURE 4—MESSAGE DATA BYTES5.2Mode $02—Request Powertrain Freeze Frame Data5.2.1F UNCTIONAL D ESCRIPTION—The purpose of this mode is to allow access to emission related data valueswhich were stored during the freeze frame required by OBD regulations. This mode allows expansion to meet manufacturer specific requirements not necessarily related to the required freeze frame, and not necessarily containing the same data values as the required freeze frame. The request for information includes a Parameter Identification (PID) value that indicates to the on-board system the specific information requested. PID definitions, scaling information, and display formats for the required freeze frame are included in this document.The on-board module will respond to this message by transmitting the requested data value stored by the system. All data values returned for sensor readings will be actual readings, not default or substitute values used by the system because of a fault with that sensor.Not all PIDs are applicable or supported by all systems. PID $00 is a bit-encoded PID that indicates, for each module, which PIDs that module supports. Therefore, PID $00 must be supported by all modules that respond to a Mode $02 request as defined in this document.PID $02 is the DTC that caused the freeze frame data to be stored. If freeze frame data is not stored in the module, the system should report $00 00 as the DTC. Any data reported when the stored DTC is $00 00 may not be valid.The frame number byte will indicate $00 for the OBD II mandated freeze frame data. Manufacturers may optionally save additional freeze frames and use this mode to obtain that data by specifying the freeze frame number in the request. If a manufacturer uses these additional freeze frames, they will be stored under conditions defined by the manufacturer, and contain data specified by the manufacturer.5.2.2M ESSAGE D ATA B YTES—(See Figure 5.)FIGURE 5—MESSAGE DATA BYTES5.3PIDs for Modes $01 and $02—(See Figures 6A through 6F.)FIGURE 6A—PIDS FOR MODES $01 AND $02FIGURE 6B—PIDS FOR MODES $01 AND $02 (CONTINUED)FIGURE 6C—PIDS FOR MODES $01 AND $02 (CONTINUED)FIGURE 6D—PIDS FOR MODES $01 AND $02 (CONTINUED)FIGURE 6E—PIDS FOR MODES $01 AND $02 (CONTINUED)FIGURE 6F—PIDS FOR MODES $01 AND $02 (CONTINUED)5.4Mode $03—Request Emission-Related Powertrain Diagnostic Trouble Codes5.4.1F UNCTIONAL D ESCRIPTION—The purpose of this mode is to enable the off-board test device to obtain storedemission-related powertrain trouble codes. This should be a two step process for the test equipment.a.Step 1—Send a Mode $01, PID $01 request to get the number of stored emission-related powertraintrouble codes from all modules that have this available. Each on-board module that has stored codeswill respond with a message that includes the number of stored codes which that module can report. Ifa module capable of storing powertrain codes does not have stored codes, then that module shallrespond with a message indicating zero codes are stored.b.Step 2—Send a Mode $03 request for all stored emission-related powertrain codes. Each module thathas codes stored will respond with one or more messages, each containing up to 3 codes. If no codesare stored in the module, then the module may not respond to this request.If additional trouble codes are set between the time that the number of codes are reported by a module, and the stored codes are reported by a module, then the number of codes reported could exceed the number expected by the tool. In this case, the tool should repeat this cycle until the number of codes reported equals the number expected based on the Mode $01 response.Diagnostic trouble codes are transmitted in two bytes of information for each code. The first two bits (high order) of the first byte for each code will be zeroes to indicate a powertrain code (refer to SAE J2012 for additional interpretation of this structure). The second two bits will indicate the first digit of the diagnostic code (0 through 3). The second nibble of the first byte and the entire second byte are the next three digits of the actual code reported as Binary Coded Decimal (BCD). A powertrain trouble code transmitted as $0143 should be displayed as P0143. (See Figure 7.)FIGURE 7—DIAGNOSTIC TROUBLE CODE ENCODING EXAMPLEIf less than 3 trouble codes are reported, the response messages used to report diagnostic trouble codes should be padded with $00 to fill 7 data bytes. This maintains the required fixed message length for all messages.If there are no diagnostic trouble codes to report, a response is allowed, but not required for SAE J1850 and ISO 9141-2 interfaces. For ISO 14230-4 interfaces, the module will respond with a report containing no codes.5.4.2M ESSAGE D ATA B YTES—(See Figure 8.)NOTE—Refer to SAE J2012 for encoding method for trouble codes.FIGURE 8—MESSAGE DATA BYTES5.4.3P OWERTRAIN D IAGNOSTIC T ROUBLE C ODE E XAMPLE (A SSUME 10.4 K BPS SAE J1850)—(See Figure 9.)FIGURE 9—POWERTRAIN DIAGNOSTIC TROUBLE CODE EXAMPLE (ASSUME 10.4 KBPS SAE J1850)5.5Mode $04—Clear/Reset Emission-Related Diagnostic Information5.5.1F UNCTIONAL D ESCRIPTION—The purpose of this mode is to provide a means for the external test device tocommand on-board modules to clear all emission-related diagnostic information. This includes:a.Clear number of diagnostic trouble codes (Mode $01, PID $01)b.Clear diagnostic trouble codes (Mode $03)c.Clear trouble code for freeze frame data (Mode $01, PID $02)d.Clear freeze frame data (Mode $02)e.Clear oxygen sensor test data (Mode $05)f.Reset status of system monitoring tests (Mode $01, PID $01)g.Clear on-board monitoring test results (Mode $06 and $07)Other manufacturer specific “clearing/resetting” actions may also occur in response to this request.For safety and/or technical design reasons, some modules may not respond positively to this test mode under all conditions. All modules must respond to this test mode request with the ignition ON and with the engine not running. Modules that cannot perform this operation under other conditions, such as with the engine running, will ignore the request with SAE J1850 and ISO 9141-2 interfaces, or will send a negative report with ISO 14230-4 interfaces, as described in ISO 14230-4.5.5.2M ESSAGE D ATA B YTES—(See Figure 10.)FIGURE 10—MESSAGE DATA BYTES5.6Mode $05—Request Oxygen Sensor Monitoring Test Results5.6.1F UNCTIONAL D ESCRIPTION—The purpose of this mode is to allow access to the on-board oxygen sensormonitoring test results as required in OBD II regulations. Use of this mode is optional, depending on the method used by the vehicle manufacturer to comply with the requirement for oxygen sensor monitoring.The request for test results includes a Test ID value that indicates the information requested. Test value definitions, scaling information, and display formats are included in this document.Many methods may be used by different manufacturers to comply with this requirement. If data values are to be reported using these messages that are different from those predefined in this document, ranges of test values have been assigned that can be used that have standard units of measure. The tool can convert these values and display them in the proper units.The on-board module will respond to this message by transmitting the requested test data last determined by the system.。
02-北美电池储能系统标准和法规简介-周飞
4.1 General
4.2 Equipment
4.3 Installation 4.4 Location 4.5 Mobile ESS equipment and operations 4.6 Size and Separation 4.7 Occupied Work Centers 4.8 Maximum Stored Energy 4.9 Exhaust Ventilation 4.10 Smoke and Fire Detection 4.11 Fire Control and Suppression 4.12 Explosion Control 4.13 Water Supply 4.14 Spill Control 4.15 Neutralization 4.16 Remediation Measures
• Test Items
Transport Test
− Altitude simulation/Altitude − Thermal test/Thermal cycling − Vibration − Shock − External Short Circuit − Impact/crush
Misuse Tests
Agenda主要议题
1. BESS Market and Safety Status Quo 电池储能系统市 场及安全现状
2. BESS Related Codes, Regulations and Stds. Overview 电池储能系统相关法律、规范和标准要求概述
3. What Do We Do 电池储能系统如何符合市场安全要求？
• Chapter 5 System interconnections
基因编辑之刑法规制及其限度
一、基因编辑技术发展及其风险
生物技术是一把“双刃剑”，它的发展可以治疗以往时代无法治愈的疾病和解决全球贫困人口的 饥饿问题，但是也一并带来生物安全风险。 面对生物科技的双重使用困境，法律如何看待风险收益与 风险负担，于是成为立法难点。
（一）基因编辑技术带来的“革命” 立法者必须谨慎而有远见地处理基因编辑带来的风险，在立法修改之前，需要预设性讨论作为 立法议案决定的立法事实问题。 基因编辑之风险的刑法规制是通往生物安全法治的刑法道路，生物安全法治建设的难题在于生 物安全法律体系的建设跟不上基因编辑等生物科技发展的速度，而重点则在于如何预防基因编辑等
〔7〕See Hannah Mosby, Biotechnology's Great Divide: Strengthening the Relationship Between Patent Law and Bioethics in the Age of CRISPR-Cas9, Minnesota Journal of Law, Science and Technology, Vol. 19:2, pp. 565- 566(2018).
〔2〕See G. Edward III Powell, Embryos as Patients: Medical Provider Duties in the Age of CRISPR/CAS9, Duke Law & Technology Review,Vol.15, pp.344-345(2017).
科技强国并不意味着科技滥用， 科学家已经证明，CRISPR可以从个体的基因构成中消除与危及 生命的疾病相关的基因， 并且当用于人类胚胎时，CRISPR有可能从整个人类基因组中永久消除遗传 性疾病。 这些进展给患有基因相关疾病的个人及其家庭带来了巨大的希望。 但也有一些阴暗面：在错 误的人手中，CRISPR可能会对人类进化过程产生负面影响，或者被用来制造生物武器。 〔4〕2020年5月 28日颁布的民法典第1009条规定：“从事与人体基因、人体胚胎等有关的医学和科研活动，应当遵守 法律、行政法规和国家有关规定，不得危害人体健康，不得违背伦理道德，不得损害公共利益。 ”生物 安全法第8条规定：“任何单位与个人不得危害生物安全。 ”第34条规定：“国家加强对生物技术研究、 开发与应用活动的安全管理，禁止从事危及公众健康、损害生物资源、破坏生态系统和生物多样性等 危害生物安全的生物技术研究、开发与应用活动。 ”刑法修正案（十一）亦对基因编辑行为、克隆行为 入刑。 〔5〕与此同时，由于刑法之前缺乏对基因编辑行为的合理规制，也会遇到一些司法难题。 以全国 首例“基因编辑婴儿”案为例，2019年12月30日，深圳市南山区人民法院一审公开宣判，认定贺建奎等 3名被告人的行为构成非法行医罪，〔6〕导致刑法适用上的争议。 就目前研究成果来看，有关基因编辑 的法律含义和刑法层面的学术研究非常缺乏，难以为刑事立法上的法益衡量提供指南，并且这一问 题也并不因为刑法修正案（十一）的颁布而终结，而是存在不少需要反思与检讨的地方。 如果滥用基 因编辑技术，刑法在予以回应过程中需要考量哪些利益冲突或权利保障的需求，进而，刑法又需要建 构什么样合理的罪刑体系，以积极预防和控制生物安全风险？ 笔者拟对此进行研究，涉及刑法规制基 因编辑行为的前提与界限。
HPIAA法案介绍
Cyber Attacks and Security
●FBI Warns Health Care Sector Is More Vulnerable to Cyber attacks ● Anthem Cyber Attack: 80 Million Personal Records Burglarized，2015.2.4 ● Cyberattack exposes data of 11 million Premera Blue Cross members 2015.3.18 ● Breaches Affecting 500 or More Individuals （10/21/2009，1562） https:///ocr/breach/breach_report.jsf ● 《在信息技术深入广泛应用环境下医疗卫生数据安全的政策研究》 ● 《医疗机构临床数据安全管控框架研究》
HIPAA 法案介绍
Homeland
• Former Vice President Dick Cheney came clean in an interview to CBS' "60 Minutes," revealing that when he had a device implanted to regulate his heartbeat in 2007, he had his doctors disable its wireless capabilities to prevent against a possible assassination attempt.
Decree 248 Single Window Operation Manuals and Tut
Voluntary Report –Voluntary - Public Distribution Date:December 22, 2021Report Number:CH2021-0174Report Name:Decree 248 Single Window Operation Manuals and Tutorial Country:China - People's Republic ofPost: BeijingReport Category:Agricultural Situation, Agricultural Trade Office Activities, Policy and Program Announcements, National Plan, Beverages, Agriculture in the News, Citrus, Coffee, Dairy and Products, Market Development Reports, Avocado, Canned Deciduous Fruit, Dried Fruit, Fresh Deciduous Fruit, Fresh Fruit, Kiwifruit, Raisins, Stone Fruit, Strawberries, Fishery Products, Grain and Feed, Livestock and Products, MISC-Commodity, Oilseeds and Products, Potatoes and Potato Products, Poultry and Products, Sugar, Tomatoes and Products, Tree Nuts, Vegetables, WinePrepared By:Alan HallmanApproved By:Adam BransonReport Highlights:The report contains FAS China's understanding of the overseas facility registration process as required by the General Administration of Customs of the People's Republic of China (GACC) in Decree 248. In addition, this report contains attachments of unofficial translations of the Competent Authority and Overseas Enterprise Operation Manuals for the GACC Single Window registration website. In addition, the report contains information from recent training sessions and background information on Decree 248 to facilitate self-registration for U.S. food and agribusiness operations affected by Decree 248.General Information:This report provides information related to FAS China’s understanding of the General Administration of Customs of the People’s Republic of China (G ACC) overseas facility registration process. This report includes translations of GACC operation manuals for 1) Competent Authorities; 2) Overseas Enterprises; and 3) a tutorial to the Single Window website self-registration process developed by a third party. In addition, the report has an Excel table attachment that includes the Harmonized System (HS) tariff codes and commodity descriptions affected by Decree 248. FAS China conveys its thanks and appreciation to staff and officers at the Embassies of Australia, Canada, New Zealand, and other colleagues at the United States Embassy in Beijing, China who jointly translated the two GACC manuals.Decree 248 notified by GACC requires the registration of overseas food production and cold storage facilities that produce or handle specific food products exported to China. The regulation sets out two registration pathways for facilities that produce products within its scope – self-registration, and registration by a competent authority located in the exporting country.Article 7 of Decree 248 lists 18 product categories that GACC initially indicated would require an overseas facility to register before having product be presented for customs clearance in China. GACC indicated that it expects facilities producing products in those categories to register through a competent authority. In addition, Article 9 of Decree 248 requires the self-registration of overseas facilities that are outside of the 18 product categories. Since publishing the list of 18 product categories GACC has provided and continues making “systems improvements” to a table of Chin a’s Harmonized System (HS) tariff codes at the 10-digit level inside the Single Window website that are apparently the actual scope of goods that require registration. The table also provides GACC inspection and quarantine codes and additional descriptions for the products affected by Decree 248. However, there are several food and related products that are not in GACC’s table. Moreover, some commodities can fall in or outside the scope of Decree 248 depending upon their end use.For example, although the HS code 0805100000 for “Oranges, Fresh or Dried” is included on the table, the GACC inspection and quarantine code indicates that only those facilities handling “Oranges, Fresh or Dried” that have also been “candied” or “sweetened” need to self-register. In other words, facilities handling “regular” oranges are not required to register with the GACC under Decree 248.Another example is sorghum, which appears in the table under the Chinese HS code 1007900000 with GACC inspection and quarantine codes 102 and 103 – for other edible sorghum, inshell and shelled, respectively. GACC is requesting that facilities handling inshell or shelled sorghum for human consumption register that facility through a competent authority. Based on this information, there is no expectation that U.S. exporters of sorghum for non-food use register under Decree 248. However, the United States Government already provides a complete list, based on a previous agreement, of U.S. grain exporting companies to GACC for food and non-food sorghum. Numerous attempts to seek clarification from GACC have gone unanswered.GACC recently announced that a facility registration number will have to be presented during customs clearance for imports of commodities covered by Decree 248 starting on January 1, 2022. GACC has said that products produced prior to January 1, 2022, will not require facility registration numbers printed on the inner and outer packaging of the products. GACC officials have also said that either the GACC facility registration number or the facility registration number issued by the competent authority in the exporting country must be printed on the inner and outer packaging of products produced on or after January 1, 2022. Because the destination of most products is not known at the time of production or manufacturing, U.S.-based facilities working with these products will need to assess what facility registration number to use on products that could be destined for China.The Single Window self-registration website requires that facilities attempting to register select a Chinese 10-digit HS code and the 3-digit GACC inspection and quarantine code to identify their product(s). The attached Excel table can be a guide for identifying this information. If a facility cannot identify which HS code may be used, they should consider the description and end-use of their product(s) and/or contact their existing or a potential importer to assess the tariff line that will be used for customs clearance. Companies attempting to self-register should contact GACC staff, identified below, when they have questions about the Single Window system and the applicability of the registration requirements to their establishments and product(s). As China continues making “system improvements” to the Single Window website, facilities attempting to self-register should consult official information and conduct a “Product type Query” in the Single Window website. The attached table and the information in the Single Window website also include a column where GACC indicates if facilities producing that product should self-register or be registered by a competent authority.The self-registration process requires a significant amount of information. Registrants may find it helpful to review the rest of this report and the attached translation of GACC’s operation manual for enterprises before commencing.The translation of GACC’s operation manual for competent authorities is attached as a reference. U.S.-based facilities that GACC is requesting register through a competent authority are encouraged to read the U.S. Food and Drug Administration’s (FDA) Constituent Update dated December 6. It can be found at this link.FAS China has published the following reports on Decrees 248 and 249 to inform and educate U.S. food and agricultural stakeholders.∙Decrees 248 and 249 – January 1 Implementation Date [Public Notice 103] – December 14, 2021∙Decree 248 - FDA Constituent Update – December 8, 2021∙Decree 248 Single Window User Manual and Training - November 30, 2021∙Decree 248 HS Codes Published in GACC Single Window – November 30, 2021∙Informing Industry and Supporting Trade Facilitation as China Implements Decrees 248 and 249 –November 10, 2021∙Decree 248 Information Update – November 19, 2021∙GACC Issues Interpretation of Decree 248 - November 6, 2021∙Decree 248 Foreign Facilities Self-Registration Website Launched - November 3, 2021∙Decree 248 Unofficial Self-Registration Guide for Overseas Food Facilities - November 2, 2021∙Notes from Information Sessions on GACC Decrees 248 and 249 - October 22, 2021∙GACC Issues Explanatory Letter on Decree 248 - October 8, 2021∙Interpretative Guidance on Imported Food Labeling Requirements in Decree 249 - August 13, 2021 ∙Decrees 248 and 249 Status Update on Facilities Registration and Food Safety Measures - May 25, 2021∙Administrative Measures on Import and Export Food Safety - Decree 249 - May 7, 2021∙Overseas Facilities Registration Regulation - Decree 248 - April 20, 2021∙China Notified the Draft Administrative Measures on Import and Export Food Safety - December 11, 2020∙China Notifies Revised Overseas Facilities Registration Regulations as TBT 1522 - December 2, 2020∙China Released Draft Administrative Measures for Registration of Overseas Producers of Imported Foods - December 6, 2019Attachments:211221 GACC 248 SW Overseas Enterprise Operation Manual Eng Translation.docx211221 FAS China Third Party SW Self Registration Guide.docx211215 GACC Decree 248 HS Code List English Translation.xlsx211223 GACC 248 SW Competent Authority Operation Manual Eng Translation.docx。
Standards for Spatial Regulations Alexander
1IAAIL workshop series – International Workshop on the Role of Legal Knowledge in eGovernmentStandards for Spatial RegulationsAlexander BoerLeibniz Center for Law University of Amsterdam aboer@uva.nlTom van EngersLeibniz Center for Law University of Amsterdam vanEngers@uva.nlabstractThe Leibniz Center for Law is involved in the projectDigitale Uitwisseling Ruimtelijke Plannen (DURP 1; digital exchange of spatial plans) which develops a digital exchange format for spatial regulations. For the researchers of the Leibniz Center for Law, hav-ing designed theM ETALex XML schema (cf. Boer et al., 2002 and Boer et al., 2003) for ‘regular’ legal sources, involvement in the DURP project offers new possibilities to study a legal area that hasn't yet been studied to the extent it deserves in the field of Computer Science & Law. The last few months we made an inventory of issues we feel are not suffi-ciently covered by current initiatives in the Geo-graphic Information Systems (GIS) field. This inven-tory is an input to the DURP standardization effort. In this paper we will also discuss the possibility of extending the Lex XML schema in order to support exchange of spatial regulations, including the asso-ciated geospatial information in the form of maps.1. IntroductionLegislation has a spatial component, mediated through the concept of jurisdiction . Jurisdiction refers both to a power or competence – to legislate, to apply or interpret legislation, or to take adminis-trative decisions based on legislation – and the link to a geospatial object within which this power can be exercised.In a specific domain of law – spatial planning –legislation specifically aims at regulating the use of space, and the drafters of spatial regulations usu-ally draw maps. Regulations that can naturally bedisplayed on maps have a number of specific ad-vantages over other regulations. There are easier to find because:Presentation: Everybody knows and understands maps; it is a familiar user interface paradigm. The geospatial coherence of geospatial objects is a natural semantic relation between regulations. This semantic relation is as fundamental to un-derstanding that domain, as understanding that the economic world is made up of transactions between agents is fundamental to understanding taxation law.Territorial jurisdiction: Because legislators tend to have jurisdiction in a specific area, and hierar-chical relations between legislators are mirrored in spatial inclusion relationships, it is easy to find all legislators that could possibly have something to say about a specific parcel of land. Compare this with deciding which legislators could have jurisdiction over a transaction (nationality of in-volved parties, location of relevant events, medi-ating technologies like computers). This simplic-ity is also misleading: many people believe that a permit of the municipality is enough, but this is not the case.Adjacency: Occasionally regulations have indirect effects on other things one would not have thought about. A nice feature of the spatial plan-ning domain is that these indirect effects are al-most always mediated by adjacency in space. Using maps has the great advantage that maps provide both the legislative drafters and the ad-dressees of the regulation with a means of commu-nication that is easy to understand, but using maps as the primary legal source also has drawbacks. These drawbacks become apparent when we want to create standardized legal information systems that support legislative drafting, information ex-change, version management, and eServices build upon legal knowledge about spatial regulations; there are circumstances in which it is more obvious to access specific geospatial objects on maps through the text.The DURP project is coordinated by the Ministry of Housing, Spatial Planning, and the Environment (VROM), and it involves diverse parties such as the Association of Cooperating Municipalities, the provinces, the Union of Water Control Boards2 ,- (waterschappen) and a number of others that coop-erate on a more or less voluntary basis.For the researchers of the Leibniz Center for Law,involvement in the DURP project offers new pos-sibilities to study a legal area that hasn't been yetstudied to the extent it deserves in legal theory orAI & Law. Past projects like ADDWijzer (Peters,2004), discussed in section 2.2, show that poten-tially valuable services can be delivered to citizensif only the legal sources of the spatial regulationswould be available in the right form.The last few months we made an inventory of is-sues we feel are not sufficiently covered by currentinitiatives in the Geographic Information Systems(GIS) field. This inventory is an input to the DURPstandardization effort. We will also discuss thepossibility of extending the META Lex standard inorder to support exchange of geospatial informa-tion in the form of maps in section 6.1.1. HistoryThe standardization effort in the Netherlands pre-dates the digital age: The first version of the volun-tary standard – called Op dezelfde leest (roughlytranslated as ‘in the same way’) – was mostly con-cerned with the standardization of the way infor-mation is displayed on maps. Basic conventions ofthis standard like the use of the colour yellow forareas designated for residential use are familiar tocitizens in the Netherlands.The second voluntary standard, which was devel-oped over the last years deals with digital stan-dardization – appropriately called Op de digitaleleest (roughly translated as ‘in the digital way’) –and updates the previous standard by standardizingissues which have become pressing in an era ofInternet and GIS.Even when using existing GIS standards there arestill potential problems; One of the complicatedproblems in spatial planning is for instance thatauthorities may use different ‘undergrounds’ tolegislate. Common undergrounds are satellite pic-tures, GPS signals collected by the local legislatorhimself, and the Grootschalige Basiskaart Neder-land (Large Scale Basic Map of the Netherlands;GKBN) and cadastral maps of the Kadaster (prop-erty registration authority; French: cadastre, Latin:catastrum) or other maps based on the so-calledRijksdriehoeksstelsel (Realm's triangulation sys-tem).Besides the inaccuracy of GPS and satellite pic-tures in general2, the projection of such data fromellipsoid to the plane centred on the town of Am-ersfoort that the Rijksdriehoeksstelsel coordinatesare displayed in, is a source of errors that can cause‘deformation gaps’ in the legislator's maps, makingit impossible to join them automatically.The coordinate system, and the way of designatingplanes and areas in space has been standardizedthrough IMRO, the information model for spatialplanning. Still there are cases where a small mu-nicipality cannot access its own IMRO-compliantplans ordered from a spatial planning bureau be-cause it does not have suitable software; Thesmallest municipalities sometimes leave spatialplanning to one civil servant.A more pressing concern is that even if it may bepossible to join maps and display similar regimes(e.g. residential area land use restrictions) in thesame colour, the reality is that regimes may differsignificantly over the borders of maps; each map isaccompanied by its own regulation containing itsown definitions and rules. Access to the accompa-nying regulation through the GIS is insufficientlystandardized.The DURP project has been running since 1998,and it is supposed to result in a nationwide stan-dard and electronic service in 2006. The new stan-dardization effort differs from the previous one intwo ways:•it will most likely lose its voluntary naturewhen it is embedded in the new Wet op deRuimtelijke Ordening (WRO; spatial planningact), which is undergoing a complete revisionat the moment and will be republished next ye-ar, and•it aims to standardize the legal aspect of spatialplanning in such a way that the potential of theuse of GIS to find relevant legislation is put tobetter use.Since the standard may become compulsory, andthe involved parties have made, and have to make,significant investments, building a standard that isgood enough for future requirements on electronicservice is considered very important.3IAAIL workshop series – International Workshop on the Role of Legal Knowledge in eGovernment2. Related WorkThe market for geospatial data is hot. Geospatial data of governments finds its way into navigation software, real estate search engines, etc. There are established international standards in this field. International and national committees have started to define standards for management and exchange of geospatial data. The intention is usually to cre-ate a basis for eGovernment and eCommerce by standardization of spatial datasets (e.g. cadastral information, road maps, power lines, etc.) and direct access to “data at the source” without local duplications.A large number of initiatives is mentioned in Dorn-inger, Kippes and Jansa (2004). Dorninger et al (2004) also include a comprehensive set of refer-ences to relevant technical documents. Of special interest are the initiatives by the EU and ISO. The European Committee for Standardisation (CEN, Comité Européen de Normalisation) set up a special technical committee CEN/TC 287 - Geo-graphic Information . The International Organisa-tion for Standardisation (ISO) set up the technical committee ISO/TC 211 in 1995, absorbing the European work program of CEN. Currently, ISO has published some 20 standards in this area, re-ferred to as ISO 19000 series.The initiative Infrastructure for Spatial Information in Europe (INSPIRE) aims to:create a legal framework for the establishment and operation of an Infrastructure for Spatial In-formation in Europe, for the purpose of formulat-ing, implementing, monitoring and evaluating Community policies at all levels and providing public information.The INSPIRE proposal for a directive has been adopted by the EC in 2004. According to the IN-SPIRE survey carried out in the spring of 2003 the Netherlands is the front runner in Europe in geo-spatial data warehousing and standardization. This is not very surprising if one realizes that 16 million people have to share only 41.000 square km in that country.In the intersection between legal and geospatial standardization some earlier theoretical work has been performed in the US (cf. Hopkins et al., 2003).2.1. Geospatial Information and Norms A major part of the high quality geospatial data used in GIS actually represents normative state-ments and positions relating to space and not exist-ing ‘real’ geographic features.Kaza (2004) discusses the common misunderstand-ing of equating a property right to a geospatial ‘thing’ in the context of GIS; geospatial data cap-turing titles and responsibilities are often used by third parties as if they describe the things that are there. A property title and a building permit for instance become a house in the translation of a cadastral database of claims and titles to geospatial ‘data’. For many areas of the world cadastral and urban development maps are simply the best sour-ce of information available about what the real situation on the ground might look like.In the DURP project in the Netherlands some pro-pose a radical break with the past practice of pub-lishing maps accompanied by a regulation in rela-tion to the current revision of the WRO: instead of these old-fashioned instruments from the age of paper they propose legislation in the form of stan-dardized GIS relational tables and a set of possible constraints. This proposal completely breaks down the distinction between legislation and the repre-sentation of the contents of the legislation. Breaking down this distinction creates problems in itself, since a move like this will create a will face a green field situation for administrative courts. A second problem is that restricting the expressive-ness of constraints that can be formulated to a spe-cific formal language also restricts the legislative competence of municipalities and provinces, and the revision of the WRO should not have that ef-fect.This lack of expressiveness also affects the repre-sentation of existing legislation and jurisprudence, of course. Kaza (2004) discusses the limitations of relational tables and constraints in relation to the rather complex relation between cadastral maps and social and legal realities on the ground: GIS mostly capture frontiers between areas and spaces, and frontiers are of a social, not geographic origin. Cadastral maps are in this context even relatively straightforward.A relevant avenue of research in the GIS area is the Planning Markup Language (cf. Hopkins et al.,4,-Figure 1: The ADDWijzer browser for legislation limited in spatial scope.2003), an XML language for representation of plans and regulations in an urban planning context. The data model defined for this language is a po-tentially useful resource. This representation lan-guage is clearly founded in a model of spatial planning as strategic decision making, and is not informed by literature on representation of norma-tive statements in Legal Theory and AI & Law.2.2. GIS versus LISIn (Winkels, Boer, Breuker, & Bosscher, 1998) we sketched a profile of what we believe that a Legal Information System (LIS) is, and a functional de-scription of what it does: it helps the user to de-cide, given a case description of some kind, whether the case he is concerned with is allowed or disallowed. This description applies to any kind of decision support system that guides the user to a conclusion.In the intersection of LIS and GIS one finds the Legal Atlas (cf. Peters & van Engers, 2004). Figure 1 shows a screenshot of this system.This system is able to relate legislation to geo-graphical features in two ways: •Spatial plans contain maps that directly clas-sify geospatial objects in terms of a legal con-ceptual framework defined in the accompany-ing regulation. These classifications can be im-ported into the system, and linked to the rele-vant text fragments.•Any other legislation can be linked to its terri-torial jurisdiction. This is not yet considered very useful for national legislation3, but for lo-cal legislation it opens up a new way of access-ing legal sources from local legislators.The system can show certain restrictions by means of filters that can be selected and deselected. Typi-cal use scenarios of the system are for instance deciding where along the coast it is possible to organize a huge beach party. One can apply filters selecting areas where special municipal alcohol or soft drugs policies apply, areas subject to severe sound restrictions, and environmentally protected areas. In addition, one wants to correlate possible areas to road infrastructure, parking space, and nearby hotels and tourist accommodations.The regional coding scheme that associates legal sources with geospatial objects was developed in the DURP project. The uniquely detailed land zone5IAAIL workshop series – International Workshop on the Role of Legal Knowledge in eGovernmentinformation is based on the IMRO standard which adheres to the NEN 1878 norm for data inter-change. The data in the system was supplied by the province of Zuid-Holland (South Holland) along the coast in the west of the Netherlands. 2.3. Geography Markup LanguageThe dominant XML standard for representation of geospatial data in a general sense is the Geography Markup Language (GML) of the Open Geospatial Consortium 4. The key concepts used by Geography Markup Language (GML) to model the world are drawn from the OpenGIS Abstract Specification and the ISO 19100 series of specifications. GML provides a variety of kinds of objects for describing geography including features, coordi-nate reference systems, geometry, topology, time, units of measure and generalized values.A geographic feature is a ‘real world phenomenon’ associated with a location relative to the Earth. So a digital representation of the real world can be thought of as a set of features. The state of a fea-ture is defined by a set of properties, where each property can be thought of as a {name, type, value } triple.The triple model of GML naturally maps to the W3C's Resource Description Framework (RDF), and GML's serialization profile 3 defines an RDF data model for GML. This means that geospatial objects in GML can be referenced by URI as RDF objects, which opens up interesting perspectives for the integration of META Lex XML and GML. The relation between META Lex XML and RDF will be discussed in section 7.3. Problems with GIS for Legal Use According to Dutch presentation standards areas designated for residential use are displayed in yel-low. Normally speaking on can assume that any area marked yellow means the same thing – noting that there may be other regimes in other spatial legislation that apply to some yellow areas and not to others. This is true at least within the same ju-risdiction: to the city council evaluating a draft regulation including a map of its own jurisdiction, the meaning of yellow will be perfectly clear. The colour yellow can still mean completely different things in terms of actual restrictions on land use and construction in different jurisdictions. To a realestate developer using a GIS to find interesting locations in a fairly large area (e.g. the suburban areas of Amsterdam) the colour yellow is pretty much meaningless. The functional designations used in land zoning are logical from a policy point of view, but they give little information about the regimes applicable in an area.Suppose for instance that one wants to dig a swimming pool behind one's house. Making a swimming pool involves digging a hole, displacing or even removing the soil, and constructing a swimming pool. There are a number of completely different arguments why such an action may be disallowed:• You do not own the land surface of the parcel:you rent/lease it from the government. • You do not own the soil below the land surfaceof your parcel: it is government property. • You live in an area vulnerable to land losswhere moving soil, even on your own land, is considered a crime or misdemeanour. • The Realm's Service for Archaeology has des-ignated your parcel a potential iron age site, and you are not allowed to disturb the earth in any significant way. • Your neighbours do not agree a swimmingpool in your garden improves their view. • A neighbour has a right of passage and theswimming pool blocks the way. • The municipality considers your garden part ofa protected view, and does not allow signifi-cant changes. It is not obvious how a map designed for a more general purpose than answering this specific ques-tion would be of any help. Note that the first three arguments in the list can be variations on the same theme: in a polder landscape below sea-level whe-re maintaining land is a costly, continuous, and collective enterprise punishing “land theft”, gov-ernment ownership of all land, and government ownership of land below the surface are different local solutions to the same problem. There are however also other possible reasons to choose the same solutions 5.The diversity of instruments solving the same pro-blems does not make joining maps together any easier. Present-day GIS are not of much help in6 ,- this case because they usually focus on classifica-tion by instrument: they merely distinguish variousforms of land tenure from the government andownership of land, even though both may be bur-dened with the same limitations.Another problem with GIS systems is that theyreify every right, permit, or burden as if it is at-tached to some geospatial object instead of a rightholder. There is really a difference between a des-ignation of a parcel of land as a zone for LPG sta-tions, and a permit issued to a present user runningan LPG station in that location: the difference be-comes apparent when the user of the land changes.There may also be conditional rights dependent onsome other right holder: a grazing right can beexercised only after a harvest, performed by theharvesting right holder, and only if the land is far-med. Grazing rights may also be only valid whenthe right holder makes a living tending livestock.These rights are traditionally hereditary, althoughhereditary rights of this nature – the more compre-hensive ones that restricted the government in anycase – have largely disappeared in the Netherlandsthrough a combination of legislation, negotiation,and force by the government in the late 19th andearly 20th century. It is interesting note that a he-reditary right that has been dormant for generationsmay resurface at a legally opportune moment ifsomeone decides to take up an old profession likeherding livestock.An important distinction is whether some norma-tive statement applies to a geospatial object di-rectly (a burden on a property registered as a resi-dence) or whether it applies to some geospatialobject because it belongs to some class (the prop-erty automatically acquires or loses burdens be-cause it is used as a residence). In the latter casechanges in legal status occur autonomously, with-out any change to legislation. Another complica-tion is that it requires interpretation: residence andLPG station may seem clear, but what is a ‘majoreducational institution’ in a provision (taken fromKaza, 2004) that states that alcoholic beveragescannot be sold within 75m of a major educationalinstitution?Another distinction regarding geospatial objects iswhether the normative statement is attached to theland (or water) itself or to some construction onthat land or water, and also whether and to whatdegree the construction is permanent (e.g. house,garden shed, tree, fence) and movable (e.g. house-boat, ferry, or swivel bridge) or not.4. Shortcomings in GIS-based proposalsStandardization spatial planning is very much ap-proached from a GIS-based perspective as weshowed in the previous section. The major short-coming of these proposals is that they fail to rec-ognize the requirements of management of theassociated regulation as being legislation.In (Boer, van Engers, Winkels & de Maat, 2004)we have discussed for instance version manage-ment for legislation content management systemsextensively: present content management systemsfall short of these requirements, but in spatial plan-ning these requirements are even almost forgotten.Many feel that this cannot possibly be a majorproblem; Administrative courts disagree since thegreat bulk of ‘formal’ cases they deal with concernquestions of validity of legislation of lower legisla-tors.Other recommendations we made deal with analo-gies in spatial planning of ‘tricks’ for finding legis-lation in search engines. We have been creatingawareness of issues such as competence and dele-gation of competence and assignment of identity tothe regulation, which were important in discussionon standardization of legislation in general (Boer etal, 2003). Competence as a structuring device isunderestimated: after keyword search, the legisla-tion based on this act option (which is often mis-taken for a kind of handcrafted topical index) is themost used option in the national search engine6.Another interesting issue is enticing the legislativedrafters into using model sentences, and teachingthem to deviate from model sentences by explicitlymaking them more specific or more general, andadding exceptions. This has the potential of turninginto a subsumption hierarchy between norms alongthe lines of Boer et al (2002) and Boer (2000).5. Normative Statements in GISOne of our roles in the DURP project is to createawareness of the way spatial regulations to themore traditional interpretation of law as naturallanguage describing norms. In this context, wediscussed a number of examples of visualizations7IAAIL workshop series – International Workshop on the Role of Legal Knowledge in eGovernmentof normative statements in space. Some considera-tions on this issue are presented here.In rare cases it is possible to display a normative statement in its full effect. Maximum roof height can be displayed directly, for instance. In other cases it is possible to display the area or space to which a certain regime – a set of normative state-ments – applies. Usage restrictions are for instance bundled in the assignment of functions to spaces.Figure 4 shows a bird's view of designated func-tions, and maximum roof height and roof base height in an area in the centre of Leeuwarden. Figure 2 shows a side view of the area shown in Figure 4. Note the underground parking that is not visible in the bird's view. These visualizations onlydisplay what is allowed to be there, but this hap-pens to overlap significantly with what is there. The fact that the Netherlands is mostly flat makes generating these three-dimensional visualizations easy.These views make it possible to show something that is not apparent from a traditional two-dimensional top view: functional designations can also be stacked. Figure 5 shows the functional layers in the high building area in Figure 4 with the underground parking garage permission in a sche-matic way. These functional layers range from -12 to 20 meters. If we select this building through the map view, we are cutting through a number of layers with completely different functions – resi-dential, retail, and parking – and associated use restrictions.A inhabitant of one of the apartments on the top floor is maybe better of selecting the space he is interested in by address or parcel number (the reg-istration number of the parcel at the Kadaster land titling administration). Although skyscrapers are relatively rare in the Netherlands 7 it is clear that the two-dimensional map view cannot communi-cate function assignments in inner cities – where the combination of retail and residential zones in one place is the rule – very well.Figure 2: Side view of the area shown in Figure 4. Note the underground parking that is not visible in the bird's view.Figure 4: Bird’s view of designated functions, and maximum roof height and roof base height in an area in the centre of Leeuwarden.Figure 5: Layers in the high building area in Figure 4 with the underground parking garage permission. If we select this picture through the map view, we are cutting through a number of layers with completely different functions – residential, retail and parking – and associated usage restrictions. An inhabitant of one of the apartments on the top floor is better off selecting the space he is interested in by address or parcel number (the number of the parcel at the Kadaster land titling administration. Figure 3: 3D representation or the shape of a construction plan, or an existing building.8 ,- If one visualizes the current or a planned situationas well, it is possible to do a visual assessment ofcompliance with the norms. Figure 3 shows athree-dimensional representation of the shape of aconstruction plan or an existing building at the site.Testing the construction plan in Figure 3 againstthe rules of Figure 4 comes down to testingwhether the building in Figure 3 fits completelyinside the area in which construction is allowed:because we see blue (the darkest color) in figureFigure 6, the construction is not allowed.There are limits to what can be visualized in asingle display. The most common restrictions canbe displayed by a convex polyhedron, which eithervisualizes a space in which things are allowed, or aspace in which things are disallowed. Suppose, forinstance, it is not allowed to cover more than 30%of a parcel one owns with constructions blockingthe flow of water. The areas this rule applies to canbe displayed, but the rule itself cannot be visual-ized. Both construction and use restrictions can bedisplayed this way, but not always in the samedisplay.Other common restrictions are for instance roofslope and roof type (hip, gable, hip on gable, cros-sed hip etc.), and colour schemes allowed. Gener-ally speaking one cannot display disjunctions inrestrictions effectively: the requirement of a hiproof can be displayed, but a requirement of either ahip or a gable roof cannot. The maximum roofslope usually follows from the maximum roof topand roof base restrictions that are already shown inFigure 4 for the lower buildings. High buildingsare usually flat tops. A representative roof slopecan be visualized by making the assumption thatpeople will tend to maximize the space they canuse. The visualization fails to communicate in sucha case that a flat top is disallowed, and that the roofslope may also be subject to a minimum.In addition to the spaces and areas defined by con-vex polyhedrons and convex polygons, there arealso some other relevant spatial primitives that canbe displayed and automatically tested; The radius-based restriction is usually attached to a construc-tion. This means it is usually a scaled polyhedronbased on the dimensions of the construction towhich it is attached. It may for instance be used asa basis for entitlement to a sound isolation subsidybecause of noise levels (e.g. around a road) ordesignate danger zones (e.g. around a LPG gasstation for instance). A path between points mayalso be used to display requirements such as a lineof sight that must be free of obstacles, or a pathbetween two antennas that must be free of obsta-cles blocking the signal. A more complicated spa-tial object is the cone anchored on a point thatdefines the field of coverage of artillery. Archaicrestrictions may stipulate that in such an area hou-ses can only be constructed from wood.Figure 6: Testing the construction plan inFigure 3 against the rules of Figure 2: if we seeblue (the darkest colour), then it is not allowed.For spatial legal reasoning it is of course importantto take the importance of frontiers between geospa-tial objects, overlaps, and inclusions into accountand assign a logical meaning to them.A polyhedron or polygon can be completely in-cluded within another polyhedron or polygon, andone regime – represented by a set of complex poly-hedra – can be completely included in anotherregime. The effects of regimes that overlap in anyway are of course added together. In the (rare) casethat one finds conflicting but otherwise equal re-strictions on objects that include each other, thesmallest object represents a local exception in thesense of Boer et al (2002) and Boer (2000).The idea of spatial exceptions is very interesting,but too contrived to be of real impact.6. Linking Geospatial Data to M ETA LexAn interesting question is whether spatial regula-tions can be directly embedded in M ETA Lex XML,which claims to be jurisdiction and domain-。
浅析辐射法与环境保护(英文版)
浅析辐射法与环境保护(英文版)Radiation is an essential component of our natural environment, and it can be found all around us. However, the increased use of radioactive materials in various industries has raised concerns about the potential negative impact on the environment and human health. This has led to the development of radiation protection measures and regulations to ensure the safe use of radiation and minimize its adverse effects on the environment.Radiation protection is the science of protecting humans and the environment from the harmful effects of ionizing radiation. It involves assessing the risks associated with radiation exposure, implementing measures to prevent or reduce exposure, and setting regulatory limits to ensure safe practices.One of the primary methods used in radiation protection is the use of shielding materials. Shielding materials are designed to absorb or scatter radiation, thereby reducing the intensity of radiation exposure. For example, lead is commonly used as a shielding material in medical facilities to protect patients and healthcare workers from radiation emitted during medical procedures. Similarly, concrete and steel can be used as shielding materials in nuclear power plants to contain and reduce the release of radiation into the environment.Another important aspect of radiation protection is the monitoring of radiation levels. This can be done using various types of radiation detectors and dosimeters. These devices measure the amount of radiation present in a given area or the dose of radiation received by an individual. Regular monitoring allows for theidentification of areas with high radiation levels and the implementation of appropriate mitigation measures. It also enables the assessment of the effectiveness of radiation protection measures in place.In addition to shielding and monitoring, radiation protection also involves the implementation of safety procedures and practices. This includes the use of personal protective equipment (PPE) such as lead aprons, gloves, and goggles to protect individuals working with or around radioactive materials. Strict protocols are also followed to ensure proper handling, storage, and disposal of radioactive waste to prevent contamination of the environment.Furthermore, regulations and standards play a crucial role in ensuring radiation protection. Governments and international organizations have developed guidelines and legal frameworks to regulate the use of radioactive materials and set limits for radiation exposure. These regulations cover various sectors such as healthcare, industry, and research, and aim to protect both workers and the general public from the potential hazards of radiation.Overall, radiation protection is a vital aspect of environmental protection. It ensures the safe and responsible use of radiation, minimizing the potential negative impact on the environment and human health. By employing shielding materials, monitoring radiation levels, implementing safety procedures, and adhering to regulations, we can effectively protect our environment and promote sustainable development.继续保护环境和人类健康免受辐射影响的相关内容，涉及以下方面：应急准备与响应、职业健康与辐射防护、公众认知与教育。
名古屋议定书框架下遗传资源利用者的国内立法概述——欧盟规则与日本法的比较
总第499期Vol.499大学（社会科学）University （Social Science ）2021年2月Feb.2021名古屋议定书框架下遗传资源利用者的国内立法概述———欧盟规则与日本法的比较何劼（西南学院大学法学研究科，日本福冈8148511）摘要：名古屋议定书被认为是在遗传资源的相关权利保护方面最具有可实践性和实际拘束力的国际条约之一。
作为议定书缔约方中具有代表性的遗传资源利用者，欧盟和日本均批准加入了议定书，并且按照议定书第15条的要求采取了本国的司法性的、行政性的或者政策性的措施。
本文探索了名古屋议定书框架下遗传资源利用者的国内立法背景、主要制度、对不遵守规则者的应对，以及例外与限制。
研究发现，两个体系均设定有各种适用限制，这也对我国的相关立法在效率和时间上提出了一定的要求。
关键词：欧盟规则；应有的注意；ABS 指南；报告义务中图分类号：D93/97文献标识码：A文章编号：1673-7164（2021）05-0035-03作者简介：何劼（1986—），男，法学博士，日本西南学院大学法学研究科博士后研究员，研究方向：环境法、知识产权法、传统知识与遗传资源的保护。
①EU.Regulation （EU ）No 511/2014of the European Parliament and of the Council of 16April 2014on Compliance Mea-sures for Users from the Nagoya Protocol on Access to Genetic Resources and the Fair and Equitable Sharing of Benefits Arising from their Utilization in the Union ［DB/OL ］.［2019-09-20］.https ：//eur-lex.europa.eu/legal-content/EN/TXT/？uri=OJ ：JOL_2014_150_R_0002.（该规则的英文文本可以在欧盟规则数据库EUR-Lex 中在线阅览）②mission Implementing Regulation （EU ）2015/1866/of 13October 2015Laying Down Detailed Rules for the Implementation of Regulation （EU ）No 511/2014of the European Parliament and of the Council as Regards the Register of Collections ，Monitoring User Compliance and Best Practices ［EB/OL ］.［2019-09-20］.https ：//op.europa.eu/en/publication-detail/-/publication/a0c57c2c-76f5-11e5-86db-01aa75ed71a1/language-en.（细则的英文文本可以在链接中获取）③这里的利用过程中的相关当事人包括资源的输入者、中转者、利用者（从事研究开发的个人或单位）、商业活动者（对资源及开发成果进行商业化利用，比如生产贩卖的个人或单位）以及排他性权利保有者。
2015 CDA建议：糖尿病和驾驶(更新版)
Policies,Guidelines and Consensus StatementsDiabetes and Driving:2015Canadian Diabetes Association Updated Recommendations for Private and Commercial DriversRobyn L.Houlden MD a ,*,Lori Berard RN b ,Alice Cheng MD c ,Anne B.Kenshole MB d ,Jay Silverberg MD e ,Vincent C.Woo MD f ,Jean-François Yale MD gaDivision of Endocrinology and Metabolism,Department of Medicine,Queen’s University,Kingston,Ontario,Canada bWinnipeg Regional Health Authority,Health Sciences Centre Winnipeg,Winnipeg,Manitoba,Canadac Division of Endocrinology and Metabolism,Department of Medicine,University of Toronto,Mississauga,Ontario,Canada dMedicine and Obstetrics and Gynecology,University of Toronto,Toronto,Ontario,Canadae Division of Endocrinology,Department of Medicine,University of Toronto,Toronto,Ontario,Canadaf Section of Endocrinology and Metabolism,John Buhler Research Centre,University of Manitoba,Winnipeg,Manitoba,Canada gMcGill Nutrition and Food Science Centre,McGill University,Montréal,Quebec,Canadaa r t i c l e i n f oArticle history:Received 17August 2015Accepted 17August 2015IntroductionFor many Canadians,driving is an essential part of daily living and is often a requirement of employment.Diabetes can affect driving performance because of chronic complications that impair sensory or motor functions (retinopathy,neuropathy,amputation,vascular disease)and because of transient cognitive dysfunction or loss of consciousness resulting from antihyperglycemic medication-induced hypoglycemia (related primarily to insulin or insulin se-cretagogues).The presence and extent of these factors vary from person to person,so the fitness of persons with diabetes to drive should be assessed on an individual basis.These recommendations represent an update of the 2003Canadian Diabetes Association’s guidelines on diabetes and driving (1).Changes have been made to clarify and expand the older rec-ommendations.A MEDLINE search was performed in October 2014and did not reveal new compelling evidence that would require major modifications.Guidelines from other countries were also reviewed (2–6).All recommendations are Grade D and represent the consensus of a national expert panel.The revised recommendations highlight the active role that persons with diabetes should play in assessing their fitness to drive.They identify the important roles for healthcare professionals in edu-cating patients with diabetes in strategies to reduce their risks for hypoglycemia while driving.Healthcare professionals also play criti-cal roles in identifying and informing individuals with diabetes at high risk for motor vehicle accidents.Currently,10Canadian provinces and territories have manda-tory reporting systems that oblige legally qualified medical prac-titioners to report to the appropriate regulatory body those patients who have conditions that impair their driving abilities (5)(Table 1).Federal organizations,such as the Canadian Council of Motor Trans-portation Administrators,should have consistent,clear and easily accessible reporting mechanisms for physicians and nurse practi-tioners;in addition,provincial and territorial ministries of trans-portations should include information on their websites about diabetes and driving.Driving Risks Associated with DiabetesCase control studies have suggested that drivers with diabetes pose a modestly increased but acceptable and measurable risk for motor vehicle accidents compared to drivers without diabetes,but many studies are limited and of poor quality (7).Older studies may no longer be relevant due to changes in road conditions,vehicles and diabetes management (8).Unrecognized hypoglycemia is the most relevant driving hazard for drivers with diabetes.A number of studies have examined driving performance by using driving simulators during induced hypogly-cemia in individuals with type 1diabetes,and they demonstrated that performance starts to deteriorate at blood glucose levels below 3.8mmol/L (9,10).Only 1in 3drivers self-treated their low blood glucose levels,and the treatments occurred only when the blood glucose levels were 2.8mmol/L or lower.Less than 25%were aware that their driving performance was impaired (10).Studies have dem-onstrated that cognitive function may not recover until 45minutes or more after restoration of euglycemia (11–13).Hypoglycemia is not a problem for drivers with diabetes who are treated by lifestyle and dietary measures alone;nor is it a*Address for correspondence:Robyn L.Houlden,MD,Division of Endocrinology and Metabolism,Kingston General Hospital,76Stuart Street,Kingston,Ontario K7L 2V7,Canada.E-mail address:houldenr@queensu.caCan J Diabetes 39(2015)347–353Contents lists available at ScienceDirectCanadian Journal of Diabetesjournal homepage:1499-2671©2015Canadian Diabetes Association.Published by Elsevier Inc.All rights reserved./10.1016/j.jcjd.2015.08.011problem for drivers with diabetes treated with most non-insulin secretagogue medications,when used as monotherapy or in com-bination with each other.Treatment with insulin secretagogue antihyperglycemic medication(sulfonylureas,meglitinides)may provoke higher rates of hypoglycemia when used alone or in com-bination with other non-insulin antihyperglycemic medications(15). Studies of rates of motor vehicle accidents in drivers with diabe-tes have consistently described the highest rates’occurring in individuals treated with insulin(16–20).Factors that have been shown to increase driving risk include previous episodes of severe hypoglycemia(21,22),with risk greater in those with lower glycated hemoglobin(A1C)levels(23);previ-ous hypoglycemia while driving(21)and absence of blood glucose monitoring before driving(16,21).Impaired awareness of hypo-glycemia is a recognized risk factor for severe hypoglycemia.This risk may be mitigated by frequent blood glucose testing(24)or use of a continuous glucose monitoring device(25).Use of a memory glucose meter is recommended so that measurements can be assessed by the healthcare team and by driving authorities,if indicated.RecommendationsPrivate drivers1.Private drivers treated with nutritional therapy alone orantihyperglycemic agents with minimal risk of severe hypoglycemiaa)Fitness of persons with diabetes to drive should be as-sessed on an individual basis.b)All drivers with diabetes should undergo a medical exami-nation at least every2years by a physician or nurse prac-titioner competent in managing patients with diabetes.Thisshould include an assessment of glycemic control;fre-quency and severity of hypoglycemia;symptomatic aware-ness of hypoglycemia and the presence of retinopathy,neuropathy,nephropathy,amputation and/or vasculardisease.A decision should be made on whether any of thesefactors could significantly increase the risk of a motorvehicle accident.c)Persons with diabetes who are well controlled by nutri-tional therapy alone or by a combination of nutritionaltherapy and antihyperglycemic medication that carries aminimal risk of a severe hypoglycemic episode(Table2)may usually drive all types of motor vehicles withrelative safety provided they remain under regular medicalsupervision.2.Private drivers treated with insulin secretagoguesa)Fitness of persons with diabetes to drive should beassessed on an individual basis.b)All drivers with diabetes should undergo a medical exami-nation at least every2years by a physician or nurse prac-titioner competent in managing patients with diabetes.Thisshould include an assessment of glycemic control;fre-quency and severity of hypoglycemia;symptomatic aware-ness of hypoglycemia and the presence of retinopathy,neuropathy,nephropathy,amputation and/or vasculardisease.A decision should be made on whether any of thesefactors could significantly increase the risk of a motorvehicle accident.c)Persons with diabetes treated with insulin secretagoguesmay usually drive private vehicles if they are under regularmedical supervision.d)Persons with diabetes treated with insulin secretagoguesshould take an active role in assessing their ability to drivesafely by maintaining a log of their self-monitored bloodglucose(BG)measurements by using either a memory-equipped BG meter or an electronic record of BG measure-ment performed at a frequency deemed appropriate by theperson with diabetes and their healthcare team.BG logsshould be verifiable on request.e)Persons with diabetes treated with insulin secretagogueswho experience any episode of severe hypoglycemia whileawake(defined as hypoglycemia of sufficient severity torequire corrective intervention by another person or pro-ducing loss of consciousness,even if spontaneous recov-ery occurs)must refrain from driving immediately andnotify their healthcare provider of the event immediately(no longer than72hours).f)Persons with diabetes should know how to avoid,recog-nize and treat hypoglycemia.g)Persons with diabetes treated with insulin secretagoguesshould consider measuring their BG level immediatelybefore and at least every4hours while driving or wear areal-time continuous BG monitoring device.h)Persons with diabetes treated with insulin secretagoguesshould always have BG monitoring equipment and sup-plies of rapidly absorbable carbohydrate within easy reach(e.g.attached to the driver’s-side visor or in the centreconsole).i)Persons with diabetes treated with insulin secretagoguesshould not drive when their BG level is<4.0mmol/L.If theBG level is<4.0mmol/L,persons should not drive until atleast45minutes after ingestion of a carbohydrate and theirBG level is at least5.0mmol/L.j)Persons with diabetes should stop driving,test and treat themselves as soon as hypoglycemia and/or impaired drivingare suspected.They should not resume driving until at least45minutes after ingestion of carbohydrate has increasedtheir BG levels to at least5.0mmol/L.Table1Canadian regulations for reporting medically unfit drivers(14)Province/Territory Reporting aAlberta DiscretionaryBritish Columbia Mandatory(only if the driver has been warnedof the dangers of driving and still continuesto drive)Manitoba MandatoryNew Brunswick MandatoryNewfoundland and Labrador MandatoryNorthwest Territories MandatoryNova Scotia DiscretionaryNunavut MandatoryOntario MandatoryPrince Edward Island MandatoryQuebec DiscretionarySaskatchewan MandatoryYukon Mandatorya For more information regarding reporting processes in Canada,please see the Canadian Medical Association Driver’s Guide.Table2Antihyperglycemic agents and risk for hypoglycemiaAntihyperglycemic agents associated with minimal risk for severe hypoglycemia: Alpha-glucosidase inhibitorsIncretin agents:•DPP-4inhibitors•GLP-1receptor agonistsMetforminSGLT2inhibitorsTZDsTZD,glitazones.R.L.Houlden et al./Can J Diabetes39(2015)347–353 348k)Healthcare professionals should inform persons with dia-betes treated with insulin secretagogues to no longer driveand should report their concerns about the person’sfitnessto drive to the appropriate driving licensing body if any ofthe following occur:1)Any episode of severe hypoglycemia while driving2)More than1episode of severe hypoglycemia whileawake but not driving.l)Persons with diabetes should immediately self-report to their driving licensing body if they experience any episodeof severe hypoglycemia while driving or if they experi-ence more than1episode of severe hypoglycemia whileawake but not driving.m)Persons with diabetes treated with insulin secretagogues who have had their license suspended due to an episodeof severe hypoglycemia or hypoglycemia unawareness maybe considered for reinstatement of their license if the fol-lowing criteria are met:1)No episode of severe hypoglycemia in last6months2)No evidence of hypoglycemia unawareness in last6months.n)Persons with diabetes treated with insulin secretagogues with severe hypoglycemia that occurs while asleep shouldbe assessed by their physician or nurse practitioner to de-termine theirfitness to drive based on the circumstancessurrounding the severe hypoglycemic episode and its like-lihood to recur while awake and driving.3.Private drivers treated with insulina)Fitness of persons with diabetes to drive must beassessed on an individual basis.b)All drivers with diabetes should undergo a medical exami-nations at least every2years by a physician or nurse prac-titioner competent in managing patients with diabetes.Thisshould include an assessment of glycemic control;fre-quency and severity of hypoglycemia;symptomatic aware-ness of hypoglycemia and the presence of retinopathy,neuropathy,nephropathy,amputation and/or vasculardisease.A decision should be made on whether the sever-ity of any of these complications could significantly in-crease the risk of a motor vehicle accident.c)Persons with diabetes treated with insulin may driveprivate vehicles if they are under regular medicalsupervision.d)Persons with diabetes treated with insulin should take anactive role in assessing their ability to drive safely by main-taining a log of their self-monitored BG measurement,eitherby using a memory-equipped BG meter or electronic recordof BG measurement performed,on average,at least oncea day.BG logs should be verifiable on request.e)Persons with diabetes treated with insulin who experi-ence an episode of severe hypoglycemia(defined as hypo-glycemia of sufficient severity to require correctiveintervention by another person or producing loss of con-sciousness,even if spontaneous recovery occurs)mustrefrain from driving immediately and notify their health-care provider of the event immediately(no longer than72hours).f)Persons with diabetes should know how to avoid,recog-nize and treat hypoglycemia.g)Persons with diabetes treated with insulin should con-sider measuring their BG level immediately before and atleast every4hours while driving or wear a real-time con-tinuous BG monitoring device.h)Persons with diabetes treated with insulin with any of thefollowing risk factors for severe hypoglycemia must measuretheir BG levels immediately before and at least every2hourswhile driving or wear a real-time continuous BG monitor-ing device:1)Recurrent severe hypoglycemia2)Prior history of severe hypoglycemia or hypoglycemiaunawareness resulting in license suspension and sub-sequent reinstatement.i)Persons with diabetes treated with insulin should alwayshave BG monitoring equipment and supplies of rapidlyabsorbable carbohydrate within easy reach(e.g.attachedto the driver’s-side visor or in the centre console).j)Persons with diabetes treated with insulin should not drive when their BG level is<4.0mmol/L.If the BG level is<4.0mmol/L,persons should not drive until at least45minutes after ingestion of carbohydrate and their BGlevel is at least5.0mmol/L.k)Persons with diabetes should stop driving,test and treat themselves as soon as hypoglycemia and/or impaired drivingare suspected.They should not resume driving until at least45minutes after ingestion of carbohydrate has increasedtheir BG levels to at least5.0mmol/L.l)Healthcare professionals should inform persons with dia-betes treated with insulin to stop driving and report theirconcerns about the person’sfitness to drive to the appro-priate driving licensing body if any of the followingoccur:1)Any episode of severe hypoglycemia while driving2)More than1episode of severe hypoglycemia whileawake but not driving.m)Persons with diabetes should immediately self-report to their driving licensing body if they experience any episodeof severe hypoglycemia while driving or if they experi-ence more than1episode of severe hypoglycemia whileawake but not driving.n)Persons with diabetes treated with insulin who have had their license temporarily suspended due to severe hypo-glycemia or hypoglycemia unawareness may be consid-ered for reinstatement of their license if the followingcriteria are met:1)No episodes of severe hypoglycemia in last6months2)No evidence of hypoglycemia unawareness in last6months.o)Persons with diabetes treated with insulin with severe hy-poglycemia that occurs while asleep should be assessed bytheir physician or nurse practitioner to determine theirfitness to drive based on the circumstances surrounding thesevere hypoglycemic episode and its likelihood to recurwhile awake and driving.Commercial drivers1)Commercial drivers treated with nutritional therapy alone orantihyperglycemic agents with minimal risk of severe hypoglycemiaa)Initial application for commercial license1)Fitness of persons with diabetes to drive should beassessed on an individual basis.2)All drivers with diabetes should undergo a compre-hensive medical examination at the time of applica-tion for a commercial license and at least every2years thereafter by a physician or nurse practitio-ner competent in managing patients with diabetes.This should include an assessment of glycemic control;frequency and severity of hypoglycemia;symptom-atic awareness of hypoglycemia and the presence ofretinopathy,neuropathy,nephropathy,amputationR.L.Houlden et al./Can J Diabetes39(2015)347–353349and/or vascular disease.A decision should be madeon whether any of these factors could increase the riskof motor vehicle accident.3)A full eye examination performed by an ophthalmolo-gist or optometrist should be completed at the timeof application for a commercial license and repeatedevery year or at the discretion of the ophthalmolo-gist or optometrist.4)Persons with diabetes who are well controlled bynutritional therapy alone or a combination of nutri-tional therapy and antihyperglycemic medication withminimal risk of severe hypoglycemia(Table1)mayusually drive all types of motor vehicles with rela-tive safety provided they remain under regular medicalsupervision.5)The following are exclusion criteria for obtaining orretaining a commercial license:a)Visual impairment that does not meet the minimumstandard for visual acuity in the jurisdiction in whichthe individual is licensedb)Peripheral neuropathy,amputation or cardiovascu-lar disease of sufficient severity to affect the abilityto drive safelyc)Failure to complete an assessment(as outlined above)at least every2years.2)Commercial drivers treated with insulin secretagoguesa)Fitness of persons with diabetes to drive should beassessed on an individual basis.b)All drivers with diabetes should undergo a comprehen-sive medical examination at the time of application fora commercial license and at least every2years thereaf-ter by a physician or nurse practitioner competent inmanaging patients with diabetes.This should includean assessment of glycemic control;frequency and se-verity of hypoglycemia;symptomatic awareness of hy-poglycemia and the presence of retinopathy,neuropathy,nephropathy,amputation and/or vascular disease.A de-cision should be made on whether any of these factorscould significantly increase the risk of a motor vehicleaccident.The assessment should include the comple-tion of a questionnaire that assesses the risk for hypo-glycemia,including the nature of the work,type of motorvehicle,flexibility of scheduling,recognition of symp-toms of hypoglycemia and ability to treat hypoglyce-mia,and documents the frequency of mild and severehypoglycemia in the last12months.c)A full eye examination performed by an ophthalmolo-gist or optometrist should be completed at the time ofapplication for a commercial license and should be re-peated every year or at the discretion of the ophthal-mologist or optometrist.d)Commercial drivers with diabetes treated with insulinsecretagogues should take an active role in assessing theirability to drive safely by maintaining a log of their self-monitored BG measurements,either by using a memory-equipped BG meter or an electronic record of BGmeasurements performed at a frequency deemed ap-propriate by the person with diabetes and their health-care team.For initial commercial license application,therecord should include the last6months(or since the di-agnosis of diabetes if less than6months).For annualrenewal of a commercial license,the record should becomplete from the last application.BG logs should be veri-fiable on request.e)Commercial drivers with diabetes should know how toavoid,recognize and treat hypoglycemia.f)Commercial drivers with diabetes treated with insulinsecretagogues who experience any episode of severe hy-poglycemia(defined as hypoglycemia of sufficientseverity to require corrective intervention by anotherperson or producing loss of consciousness,even if spon-taneous recovery occurs)must refrain from driving im-mediately and notify their healthcare provider of theevent immediately(no longer than72hours).g)Commercial drivers with diabetes treated with insulinsecretagogues should consider measuring their BG levelimmediately before and at least every4hours whiledriving or wear a real-time continuous BG glucose moni-toring device.h)Commercial drivers with diabetes treated with insulinsecretagogues should always have BG monitoring equip-ment and supplies of rapidly absorbable carbohydratewithin easy reach(e.g.attached to driver’s-side visor orin the centre console).i)Commercial drivers with diabetes treated with insulinsecretagogues should not drive when their BG level is<4.0mmol/L.If the BG level is<4.0mmol/L,commer-cial drivers should not drive until at least45minutes afteringestion of carbohydrate and their BG level is at least5.0mmol/L.j)Commercial drivers treated with insulin secretagogues should stop driving,test and treat themselves as soon ashypoglycemia and/or impaired driving are suspected.Theyshould not resume driving until at least45minutes afteringestion of carbohydrate has increased their BG level toat least5.0mmol/L.k)The following are exclusion criteria for obtaining or main-taining a commercial license in a person with diabetestreated with insulin secretagogues:1)Any episode of severe hypoglycemia while driving inthe last12months2)More than1episode of severe hypoglycemia whileawake but not driving in the last12months3)Any evidence of hypoglycemia unawareness in the last12months4)Visual impairment that does not meet the minimumstandard for visual acuity in the jurisdiction in whichthe individual is licensed5)Peripheral neuropathy,amputation or cardiovascu-lar disease of sufficient severity to affect the abilityto drive safely6)Failure to complete an assessment(as outlined above)at least every2years7)Inadequate record of self-monitoring of BG(i.e.un-reliable or absent capillary BG measurements)8)Inadequate knowledge of the causes,symptoms andtreatment of hypoglycemic episodes.3)Commercial drivers with diabetes treated with insulinsecretagogues who have had their commercial license suspended due to severe hypoglycemia or hypoglycemia unawareness may be considered for reinstatement of their commercial license if the following criteria are met:a)No episodes of severe hypoglycemia in last12monthsb)No evidence of hypoglycemia unawareness in last12months.4)Commercial drivers with diabetes treated with insulinsecretagogues with severe hypoglycemia that occurs while asleep should be assessed by their physician or nurse prac-titioner to determine theirfitness to drive based on the cir-cumstances surrounding the severe hypoglycemic episode and their likelihood to occur while awake and driving.R.L.Houlden et al./Can J Diabetes39(2015)347–353 3505)Commercial drivers treated with insulina)Fitness of persons with diabetes to drive should beassessed on an individual basis.b)All drivers with diabetes should undergo a comprehen-sive medical examination at the time of application fora commercial license and at least every2years thereaf-ter by a physician or nurse practitioner competent in man-aging patients with diabetes.This should include anassessment of glycemic control;frequencies and severi-ties of hypoglycemia;symptomatic awareness of hypo-glycemia and the presence of retinopathy,neuropathy,nephropathy,amputation and/or vascular disease.A de-cision should be made on whether any of these factorscould increase the risk of a motor vehicle accident.Theassessment should include the completion of a ques-tionnaire that assesses the risk of hypoglycemia,includ-ing the nature of the work,type of motor vehicle,flexibility of scheduling,recognition of symptoms of hy-poglycemia and ability to treat hypoglycemia,and docu-ment the frequency of mild or severe hypoglycemia inthe last12months.c)A full eye examination performed by an ophthalmolo-gist or optometrist should be completed at the time ofapplication for a commercial license and repeated everyyear.d)Commercial drivers with diabetes treated with insulinshould take an active role in assessing their ability to drivesafely by maintaining a log of their self-monitored BGmeasurements by using either a memory-equipped BGmeter or an electronic record of BG measurements per-formed at a frequency deemed appropriate by the personwith diabetes and their healthcare team.For initial com-mercial license application,the record should include thelast6months(or since the diagnosis of diabetes if lessthan6months).For annual renewal of a commerciallicense,the record should be complete from the last ap-plication.BG logs should be verifiable on request.e)Commercial drivers with diabetes should be aware of howto avoid,recognize and treat hypoglycemia.f)Commercial drivers with diabetes treated with insulinwho experience any episode of severe hypoglycemia(defined as hypoglycemia of sufficient severity to requirecorrective intervention by another person or producingloss of consciousness,even if spontaneous recoveryoccurs)must refrain from driving immediately and notifytheir healthcare provider of the event immediately(nolonger than72hours).g)Commercial drivers with diabetes treated with insulinshould consider measuring their BG level immediatelybefore driving and at least every4hours whiledriving or wear a real-time continuous BG monitoringdevice.h)Commercial drivers with diabetes treated with insulinwith any of the following risk factors for severehypoglycemia must measure their BG level immedi-ately before and at least every2hours while driving or wear a real-time continuous blood glucose monitoring device:1)Recurrent hypoglycemic reactions2)Prior history of severe hypoglycemia or hypoglyce-mia unawareness resulting in license suspension andsubsequent reinstatement.i)Commercial drivers with diabetes treated with insulinshould always have BG monitoring equipment and sup-plies of rapidly absorbable carbohydrate within easy reach(e.g.attached to the driver’s-side visor or in the centreconsole).j)Commercial drivers with diabetes treated with insulin should not drive when their BG level is<4.0mmol/L.If the BG level is<4.0mmol/L,commercial drivers should not drive until at least45minutes after ingestion of car-bohydrate and their BG level is at least5.0mmol/L.k)Commercial drivers treated with insulin should stop driving and test and treat themselves as soon as hypo-glycemia or impaired driving is suspected.They should not resume driving until at least45minutes after inges-tion of carbohydrate has increased their BG levels to at least5.0mmol/L.l)The following are exclusion criteria for obtaining or main-taining a commercial license in persons with diabetes who are taking insulin:1)Any episode of severe hypoglycemia while awake inthe last12months2)Any hypoglycemia unawareness in the last12months3)Visual impairment that does not meet the minimumstandard for visual acuity in the jurisdiction in whichthe individual is licensed4)Peripheral neuropathy,amputation or cardiovascu-lar disease of sufficient severity to affect the abilityto drive safely5)Failure to complete an assessment(as outlined above)at least every2years6)Inadequate record of self-monitoring of BG(i.e.un-reliable or absent capillary BG measurements)7)Inadequate knowledge of the causes,symptoms andtreatments of hypoglycemic episodes.m)Commercial drivers with diabetes treated with insulin who have had their commercial license suspended due to severe hypoglycemia or hypoglycemia unawareness may be considered for reinstatement of their commer-cial license if the following criteria are met:1)No episodes of severe hypoglycemia in last12months2)No evidence of hypoglycemia unawareness in last12months.n)Commercial drivers with diabetes treated with insulin with severe hypoglycemia that occurs while asleep should be assessed by their physician or nurse practitioner to de-termine theirfitness to drive based on the circumstances surrounding the severe hypoglycemic episode and their likelihood to recur while awake and driving.R.L.Houlden et al./Can J Diabetes39(2015)347–353351。
2014年7月电大文献信息检索考试满分题库
信息检索单选1根据国家相关标准，文献的定义是指“记录有关（知识）的一切载体。
2以作者本人取得的成果为依据而创作的论文、报告等，并经公开发表或出版的各种文献，称为( 一次文献. )3利用文献后面所附的参考文献进行检索的方法称为（追溯法）。
4如果检索结果过少，查全率很低，需要调整检索范围，此时调整检索策略的方法有（用逻辑“或”或截词增加同族概念）等5哪一种布尔逻辑运算符用于交叉概念或限定关系的组配？( 逻辑与（AND） )6《中国学术期刊全文数据库》的词频控制应在（文摘、全文等字段检索所得的文献量过大）场合下使用7如果打算了解最新即时的专业学术动态，一般可参考( 专业学会网站 )8( 索引 )由索引款目和参照系统两大部分组成.9搜索含有“data bank”的PDF文件，正确的检索式为：（ "data bank" filetype:pdf ) 10就课题“查找‘钱伟长论教育’一文他人引用情况而言”，选择（中国知网中的中国引文数据库），可以得到相关的结果。
11“集万卷于一册,缩一年为瞬”的连续出版参考工具书是( 年鉴 )12按照出版时间的先后，应将各个级别的文献排列成（一次文献、二次文献、三次文献）13逻辑“与”算符是用来组配( 不同检索概念，用于缩小检索范围 )。
14如果你只想查找EXCEL表格,在谷歌（)就可以使用（ Filetype:xls ）15在《中国学术期刊全文数据库》中，不可以进行（位置）检索。
16要从事物名称角度全面地查找互联网上的信息，可使用（主题）搜索引擎。
17（主题检索途径）是指通过文献信息资料的主题内容进行检索的途径。
18《中国期刊网CNKI》是（全文数据库）数据库。
19从文献的( 载体类型 )角度区分，可将文献分为印刷型、电子型文献。
20手稿、私人笔记等属于（零次）文献，辞典、手册等以以属于（三次）文献。
21逻辑算符包括( D )算符。
A．逻辑“与” B．逻辑“或” C逻辑“非” D．A，B和C22区别于一般期刊论文或者教科书，参考工具书的突出特点是( 知识高度浓缩）23使用百度搜索引擎查找某一课题，希望在同一网页中同时出现某两个检索词，这两个检索词之间应使用运算符（空格）。
fdca法案的指南
fdca法案的指南英文回答：The FDCA (Food and Drug Cosmetic Act) is a significant legislation in the United States that regulates the safety and labeling of food, drugs, and cosmetics. It was enacted in 1938 and has been amended several times to keep up with the changing landscape of the industry. The FDCA aims to protect public health by ensuring that these products are safe, effective, and properly labeled.One of the key guidelines of the FDCA is the requirement for pre-market approval of new drugs and medical devices by the Food and Drug Administration (FDA). This means that any new drug or medical device must go through a rigorous review process to demonstrate its safety and efficacy before it can be marketed and sold to the public. This ensures that consumers are not exposed to potentially harmful or ineffective products.Another important aspect of the FDCA is the requirement for accurate and informative labeling of food, drugs, and cosmetics. The FDA has established specific guidelines for labeling, including the listing of ingredients, warnings, and directions for use. This allows consumers to make informed choices and understand the potential risks and benefits of the products they are using.The FDCA also grants the FDA the authority to inspect and regulate manufacturing facilities to ensure compliance with good manufacturing practices (GMP). This helps to prevent contamination, adulteration, and misbranding of products, further protecting public health.In addition to these guidelines, the FDCA also provides the FDA with the authority to take enforcement actions against companies that violate the law. This includesissuing warning letters, conducting product recalls, and even pursuing criminal charges in cases of serious violations. These enforcement actions serve as a deterrent and help to maintain the integrity of the regulatory system.Overall, the FDCA plays a crucial role in safeguarding public health and ensuring the safety and effectiveness of food, drugs, and cosmetics in the United States. Its guidelines and regulations provide a framework for manufacturers, healthcare professionals, and consumers to navigate the complex landscape of the industry.中文回答：FDCA（食品药品化妆品法案）是美国的一项重要立法，用于监管食品、药品和化妆品的安全性和标签。
文献检索试题(含答案)
一、填空题：1. 文献按其加工深度不同可以划分为一次文献、二次文献和三次文献。
2. 信息素质的内涵包括信息需求、信息意识、信息知识、信息道德和信息能力。
3. 构成文献的三要素是内核、物质载体和符号系统。
4. CNKI的中文全称是中国知识基础设施工程。
5. 标准文献的主体是技术标准。
6. 期刊论文的文献出处包括期刊名称、年卷期和起止页码。
7. 在计算机信息检索中，用于组配检索词和限定检索范围的布尔逻辑运算符包括and 、or和not三种。
8. 文件ABC.001.TXT的后缀名是TXT，文件类型是文本文档。
9. 多数网页采用HTML编写，这里的HTML指的是超文本标识语言。
10. 在使用搜索引擎检索时，URL:ustc可以查到网址中带有ustc的网页。
11. 根据索引编制方式的不同，可以将搜索引擎分为索引型搜索引擎和网络目录型搜索引擎。
12. 按文献的相关度来划分，可以把文献分为核心文献、相关文献、边缘文献。
13. 检索工具具有两个方面的职能：存储职能、检索职能。
14. 利用原始文献所附的参考文献，追踪查找参考文献的原文的检索方法称为追溯法，又称为引文法。
15. 已知一篇参考文献的著录为"Levitan, K. B. Information resource management. New Brunswick: Rutgers UP, 1986"，该作者的姓是Levitan。
16. 检索语言可分为两大类：分类语言、主题词语言。
17. 在大多数情况下，检索的目的是为了找到相关文献，而不是"答案"。
18. 二八定律在期刊文献检索中的体现是：20％的期刊登载了80％的重要文献，体现这种特性的期刊是核心期刊。
19. 当计算机访问范围受到限制时，可以通过代理服务器访问外部网络。
20. PDF、VIP文件对应的打开程序分别为Adobe Reader，VipBrowser 。
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Canada Shipping Act 2001
CANADIAN COAST GUARD AUXILIARY - PACIFIC
Canada Shipping Act 2001
• This is the overarching marine legislation, under which regulations are made, and has been in force since 2007. • It is as the principal legislation governing safety in marine transportation and recreational boating, as well as protection of the marine environment.
CANADIAN COAST GUARD AUXILIARY - PACIFIC
Port Regulations
• Victoria /pdf/vhts.pdf
This document gives details of the Victoria Harbour Traffic scheme, detailing rules and regulations, vessel operation procedures, collision regulations, and seaplanes
CANADIAN COAST GUARD AUXILIARY - PACIFIC
Vessel Operation Restriction Regulations
• The request for a restriction requires that the need for the implementation of a restriction be assessed and that public consultation be held at the local level. • A resolution to adopt a restriction is then forwarded to the designated provincial authority which, in turn, applies for federal approval by Privy Council for inclusion in the Vessel Operation Restriction Regulations.
REGULATIONS AND PUBLICATIONS
March 2012
CANADIAN CANADIAN COAST COAST GUARD GUARD AUXILIARY AUXILIARY -PACIFIC
Standard
CANADIAN COAST GUARD AUXILIARY - PACIFIC
• International Regulations for Preventing Collision at Sea 1972 plus Canadian Modifications • Defines how vessels should act to prevent collision, and what action must be taken when risk of collision exists. • A copy is to be found under Training Materials on the CCGA-P web site.
Standards
• Be aware of the Canada Shipping Act, Collisions Regulations, Vessel Operation Restriction Regulations, Pilotage and Navigation Safety Regulations, harbour rules and local marine regulations. • Have knowledge of the Receiver of Wrecks. • Have sufficient knowledge of the above to consult and interpret them.
CANADIAN COAST GUARD AUXILIARY - PACIFIC
Vessel Operation Restriction Regulations
• The symbol on the sign indicates the type of restriction which applies. • If the sign is arrow-shaped, the restriction applies in the direction pointed by the arrow. • Note: Certain provinces have adopted a restriction to limit speed to 10 km/h within 30 metres from shore on all waters within their boundaries, except for:
CANADIAN COAST GUARD AUXILIARY - PACIFIC
Port Regulations
• Port Regulations • Most commercial ports of any size have their own regulations, as will naval ports such as Esquimalt. • A few examples web sites are listed below.
CANADIAN COAST GUARD AUXILIARY - PACIFIC
Canada Shipping Act 2001
• It applies to Canadian vessels operating in all waters and to all vessels operating in Canadian waters (from canoes and kayaks to cruise ships and tankers). • It may be found at:
CANADIAN COAST GUARD AUXILIARY - PACIFIC
Vessel Operation Restriction Regulations
• These regulations, under the Canada Shipping Act 2001, regulate the operation of vessels on specific bodies of water in Canada. • These regulations contain schedules that set out operational restrictions such as speed limits and maximum horsepower or when and where certain activities, such as water-skiing, are permitted.
http://www.tc.gc.ca/ActsRegulations/acts/2001c26/menu.htm
CANADIAN COAST GUARD AUXILIARY - PACIFIC
Regulations
CANADIAN COAST GUARD AUXILIARY - PACIFIC
Collision Regulations
CANADIAN COAST GUARD AUXILIARY - PACIFIC
Vessel Operation Restriction Regulations
1. water-skiing, where the vessel follows a trajectory perpendicular to the shore; or 2. within an area designated by buoys as an area where another speed is permitted; or 3. in rivers of less than 100 m in width; or 4. in waters where another speed is prescribed under the Regulations. • This limit is not posted. As of the date of printing, this
CANADIAN COAST GUARD AUXILIARY - PACIFIC
Vessel Operation Restriction Regulations
• How do you read a restriction sign? • There are five types of shapes for the restriction signs. • The frame colour is international orange. • Signs with a section with a green border indicate that a special condition applies to the restriction (for example, the day/time an activity is allowed).
CANADIAN COAST GUARD AUXILIARY - PACIFIC
Vessel Operation Restriction Regulations
• How are restrictions enforced? • Once a boating restriction is in place, compliance is enforced by peace officers at all levels of government or by any officer specially appointed by the Minister of Transport. • Sanctions are in the form of tickets or summons.