GB/T 2664-2001 男西服、大衣
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基本信息
| 标准名称： | 男西服、大衣 |
| 英文名称： | Mens suits and coats |
| 中标分类： | 轻工、文化与生活用品 >> 服装、鞋、帽与其他缝制品 >> 服装、服饰品 |
| ICS分类： | 服装工业 >> 服装 |
| 替代情况： | 替代GB/T 2664-1993;被GB/T 2664-2009代替 |
| 发布部门： | 中华人民共和国国家质量监督检验检疫总局 |
| 发布日期： | 2001-08-02 |
| 实施日期： | 2002-02-01 |
| 首发日期： | 1981-05-29 |
| 作废日期： | 2010-01-01 |
| 主管部门： | 中国纺织工业协会 |
| 提出单位： | 原国家纺织工业局 |
| 归口单位： | 全国服装标准化技术委员会 |
| 起草单位： | 上海市服装研究所 |
| 起草人： | 许鉴、徐云宝、胡丽玲、姜言香、林月梅、叶庆来、戴增慧、陆惠平 |
| 出版社： | 中国标准出版社 |
| 出版日期： | 2002-02-01 |
| 页数： | 平装16开， 页数：17， 字数： |
| 书号： | 155066.1-17973 |
适用范围
本标准规定了男西服、大衣的要求、检验（测试）方法、检验分类规则，以及标志、包装、运输和贮存等全部技术特征。本标准适用于以毛、毛混纺、毛型化学纤维等织物为原料，成批生产的男西服、大衣等毛呢类服装。
前言
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目录
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引用标准
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所属分类： 轻工 文化与生活用品 服装 鞋 帽与其他缝制品 服装 服饰品 服装工业 服装
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Product Code:SAE AIR6007
Title:IN-FLIGHT THRUST DETERMINATION FOR AIRCRAFT WITH THRUST VECTORING
Issuing Committee:E-33 In Flight Propulsion Measurement Committee
Scope: Thrust vectoring presents new in-flight thrust determination challenges that are only briefly touched on in previous AIR reports. Two of the new engine testing challenges are the requirement for multiaxis thrust measurement and the collection of exhaust gases when engine altitude test facilities (ATF) are required. Engines for commercial applications are usually only concerned with calibrating thrust in the axial (thrust/drag) axis. Most aircraft that utilize thrust vectoring, especially for control/maneuverability, must calibrate engine thrust not only in the thrust/drag axis but also in the vertical (normal/lift axis plus pitching moment) or lateral components (side axis plus yawing moment) for single axis thrust vector systems depending on the vectoring direction; for multiaxis thrust vector systems, the thrust/drag axis as well as longitudinal and lateral thrust components must be calibrated. In addition, if thrust is to be used for an aircraft control function, the accuracy requirement for each component will be strictly imposed. In an ATF, collection of exhaust gas from a nozzle that may be moving relative to the facility exhaust collector will be an issue. A variable geometry collector may be required and if manual relocation of the collector is required, a significant penalty in test time and cost will be incurred. Another major challenge for military thrust vectoring engine systems will be the definition of an appropriate control volume. The control volume for nonvectoring commercial applications is generally drawn around the nacelle and part of the pylon thus assuming that thrust effects on the rest of the airplane are minimal. For thrust vectoring military installations, the engine and nozzle are usually tightly integrated with the airframe and throttle dependent thrust effects (known as jet interference effects) are known to spread over much of the configuration and have significant effects on lift and drag. These challenges (and others) must be addressed for successful determination of in-flight thrust of thrust vectoring engine installations. The purpose of this document is to provide guidance on in-flight thrust determination of engines that are impacted by intentional or unintentional thrust vectoring. For simplicity and coherence of purpose, this document will be limited in scope to multi-axis thrust vectoring nozzles or vanes attached to the rear of the engine; single-axis thrust vectoring and unintentional thrust vectoring (fixed shelf or deck configuration) are special cases of this discussion.
Rationale: Thrust vectoring presents new in-flight thrust determination challenges that are only briefly touched on in previous AIR reports. Two of the new engine testing challenges are the requirement for multiaxis thrust measurement and the collection of exhaust gases when engine altitude test facilities (ATF) are required. Engines for commercial applications are usually only concerned with calibrating thrust in the axial (thrust/drag) axis. Most aircraft that utilize thrust vectoring, especially for control/maneuverability, must calibrate engine thrust not only in the thrust/drag axis but also in the vertical (normal/lift axis plus pitching moment) or lateral components (side axis plus yawing moment) for single axis thrust vector systems depending on the vectoring direction; for multiaxis thrust vector systems, the thrust/drag axis as well as longitudinal and lateral thrust components must be calibrated. In addition, if thrust is to be used for an aircraft control function, the accuracy requirement for each component will be strictly imposed. In an ATF, collection of exhaust gas from a nozzle that may be moving relative to the facility exhaust collector will be an issue. A variable geometry collector may be required and if manual relocation of the collector is required, a significant penalty in test time and cost will be incurred. Another major challenge for military thrust vectoring engine systems will be the definition of an appropriate control volume. The control volume for nonvectoring commercial applications is generally drawn around the nacelle and part of the pylon thus assuming that thrust effects on the rest of the airplane are minimal. For thrust vectoring military installations, the engine and nozzle are usually tightly integrated with the airframe and throttle dependent thrust effects (known as jet interference effects) are known to spread over much of the configuration and have significant effects on lift and drag. These challenges (and others) must be addressed for successful determination of in-flight thrust of thrust vectoring engine installations. The purpose of this document is to provide guidance on in-flight thrust determination of engines that are impacted by intentional or unintentional thrust vectoring. For simplicity and coherence of purpose, this document will be limited in scope to multi-axis thrust vectoring nozzles or vanes attached to the rear of the engine; single-axis thrust vectoring and unintentional thrust vectoring (fixed shelf or deck configuration) are special cases of this discussion.【英文标准名称】:ElectromagneticcompatibilityandRadiospectrumMatters(ERM)-Radioequipmentinthefrequencyrange402MHzto405MHzforultralowpoweractivemedicalimplantsandaccessories-Part2:HarmonizedENcoveringessentialrequirementsofarticle3.2o
【原文标准名称】:电磁兼容性和射频频谱管理(ERM).外科植入物和附件用频率范围为402MHz至405MHz的超低功率有源无线电设备.第2部分:按R&TTE指令3.2条基本要求协调的欧洲标准
【标准号】:DINEN301839-2-2003
【标准状态】:作废
【国别】:德国
【发布日期】:2003-04
【实施或试行日期】:
【发布单位】:德国标准化学会(DIN)
【起草单位】:
【标准类型】:()
【标准水平】:()
【中文主题词】:附件;试验;远程通信;电信;频率范围;电磁兼容性;测量;定义;无线电设备;电磁兼容性和无线电频谱管理;额定值;规范(验收);外科植入物;无线电工程;性能
【英文主题词】:Accessories;Definition;Definitions;Electromagneticcompatibility;Frequencyranges;Implants(surgical);Measurement;Performance;Radioengineering;Radioequipment;Ratings;Specification(approval);Telecommunication;Telecommunications;Testing
【摘要】:ThisEuropeanstandardspecifiesrequirementsinthetelecommunicationssector.
【中国标准分类号】:L06
【国际标准分类号】:33_100_01
【页数】:1P.;A4
【正文语种】:德语
Title:IN-FLIGHT THRUST DETERMINATION FOR AIRCRAFT WITH THRUST VECTORING
Issuing Committee:E-33 In Flight Propulsion Measurement Committee
Scope: Thrust vectoring presents new in-flight thrust determination challenges that are only briefly touched on in previous AIR reports. Two of the new engine testing challenges are the requirement for multiaxis thrust measurement and the collection of exhaust gases when engine altitude test facilities (ATF) are required. Engines for commercial applications are usually only concerned with calibrating thrust in the axial (thrust/drag) axis. Most aircraft that utilize thrust vectoring, especially for control/maneuverability, must calibrate engine thrust not only in the thrust/drag axis but also in the vertical (normal/lift axis plus pitching moment) or lateral components (side axis plus yawing moment) for single axis thrust vector systems depending on the vectoring direction; for multiaxis thrust vector systems, the thrust/drag axis as well as longitudinal and lateral thrust components must be calibrated. In addition, if thrust is to be used for an aircraft control function, the accuracy requirement for each component will be strictly imposed. In an ATF, collection of exhaust gas from a nozzle that may be moving relative to the facility exhaust collector will be an issue. A variable geometry collector may be required and if manual relocation of the collector is required, a significant penalty in test time and cost will be incurred. Another major challenge for military thrust vectoring engine systems will be the definition of an appropriate control volume. The control volume for nonvectoring commercial applications is generally drawn around the nacelle and part of the pylon thus assuming that thrust effects on the rest of the airplane are minimal. For thrust vectoring military installations, the engine and nozzle are usually tightly integrated with the airframe and throttle dependent thrust effects (known as jet interference effects) are known to spread over much of the configuration and have significant effects on lift and drag. These challenges (and others) must be addressed for successful determination of in-flight thrust of thrust vectoring engine installations. The purpose of this document is to provide guidance on in-flight thrust determination of engines that are impacted by intentional or unintentional thrust vectoring. For simplicity and coherence of purpose, this document will be limited in scope to multi-axis thrust vectoring nozzles or vanes attached to the rear of the engine; single-axis thrust vectoring and unintentional thrust vectoring (fixed shelf or deck configuration) are special cases of this discussion.
Rationale: Thrust vectoring presents new in-flight thrust determination challenges that are only briefly touched on in previous AIR reports. Two of the new engine testing challenges are the requirement for multiaxis thrust measurement and the collection of exhaust gases when engine altitude test facilities (ATF) are required. Engines for commercial applications are usually only concerned with calibrating thrust in the axial (thrust/drag) axis. Most aircraft that utilize thrust vectoring, especially for control/maneuverability, must calibrate engine thrust not only in the thrust/drag axis but also in the vertical (normal/lift axis plus pitching moment) or lateral components (side axis plus yawing moment) for single axis thrust vector systems depending on the vectoring direction; for multiaxis thrust vector systems, the thrust/drag axis as well as longitudinal and lateral thrust components must be calibrated. In addition, if thrust is to be used for an aircraft control function, the accuracy requirement for each component will be strictly imposed. In an ATF, collection of exhaust gas from a nozzle that may be moving relative to the facility exhaust collector will be an issue. A variable geometry collector may be required and if manual relocation of the collector is required, a significant penalty in test time and cost will be incurred. Another major challenge for military thrust vectoring engine systems will be the definition of an appropriate control volume. The control volume for nonvectoring commercial applications is generally drawn around the nacelle and part of the pylon thus assuming that thrust effects on the rest of the airplane are minimal. For thrust vectoring military installations, the engine and nozzle are usually tightly integrated with the airframe and throttle dependent thrust effects (known as jet interference effects) are known to spread over much of the configuration and have significant effects on lift and drag. These challenges (and others) must be addressed for successful determination of in-flight thrust of thrust vectoring engine installations. The purpose of this document is to provide guidance on in-flight thrust determination of engines that are impacted by intentional or unintentional thrust vectoring. For simplicity and coherence of purpose, this document will be limited in scope to multi-axis thrust vectoring nozzles or vanes attached to the rear of the engine; single-axis thrust vectoring and unintentional thrust vectoring (fixed shelf or deck configuration) are special cases of this discussion.【英文标准名称】:ElectromagneticcompatibilityandRadiospectrumMatters(ERM)-Radioequipmentinthefrequencyrange402MHzto405MHzforultralowpoweractivemedicalimplantsandaccessories-Part2:HarmonizedENcoveringessentialrequirementsofarticle3.2o
【原文标准名称】:电磁兼容性和射频频谱管理(ERM).外科植入物和附件用频率范围为402MHz至405MHz的超低功率有源无线电设备.第2部分:按R&TTE指令3.2条基本要求协调的欧洲标准
【标准号】:DINEN301839-2-2003
【标准状态】:作废
【国别】:德国
【发布日期】:2003-04
【实施或试行日期】:
【发布单位】:德国标准化学会(DIN)
【起草单位】:
【标准类型】:()
【标准水平】:()
【中文主题词】:附件;试验;远程通信;电信;频率范围;电磁兼容性;测量;定义;无线电设备;电磁兼容性和无线电频谱管理;额定值;规范(验收);外科植入物;无线电工程;性能
【英文主题词】:Accessories;Definition;Definitions;Electromagneticcompatibility;Frequencyranges;Implants(surgical);Measurement;Performance;Radioengineering;Radioequipment;Ratings;Specification(approval);Telecommunication;Telecommunications;Testing
【摘要】:ThisEuropeanstandardspecifiesrequirementsinthetelecommunicationssector.
【中国标准分类号】:L06
【国际标准分类号】:33_100_01
【页数】:1P.;A4
【正文语种】:德语