Airline energy efficiency measures using the Virtual Frontier Network RAM with weak disposability

In this paper, airline energy efficiency is divided into three stages: the operations stage, the services stage and the sales stage. Greenhouse gas emissions are treated as an undesirable output of the services stage. This new three-stage strategic operating framework is a modification of existing models. A new model, Virtual Frontier Network Range Adjusted Measure with weak disposability, is proposed to evaluate the efficiencies of 22 international airlines, from 2008 to 2012. The results show that the new model can establish more reasonable rankings and confirm new benchmarking airlines and that inclusion in the European Union’s Emissions Trading Scheme has had little influence on the improvement of airline energy efficiency.     

基于对标的商用白车身静态刚度试验与分析

白车身刚度是车身开发阶段研究的重要内容之一,对汽车稳定性、舒适性等具有十分重要的意义。针对某款商用车白车身,进行静态扭转和弯曲刚度实验,并将样车与标杆车实验数据进行对比分析、评价,得出样车刚度性能指标及进一步改进方向。     

车身NVH性能有限元分析与实验分析对标

对目前汽车NVH性能有限元与试验分析进行了简要介绍。说明了有限元与试验分析的理论和基本内容。基于某车型白车身的有限元噪声传递函数分析与试验噪声传递函数分析对标,指出在试验与有限元分析过程中所要注意的问题。     

公共部门绩效评价的标杆管理与数据包络分析

为克服传统的部门绩效考评中考核权重的主观性，将标杆管理与数据包络分析(DEA)结合，提出一种新的评价方法．在部门内部用DEA找出有效决策单元后，与标杆单元结合，再用DEA比较，选出有效决策单元。此方法既避免了权重的主观权重的影响，又克服了DEA算法本身的相对有效性的缺陷。     

汽车零部件技术降成本的意义及方法

针对目前汽车行业竞争日益激烈的趋势,提高汽车企业的成本核心竞争力势在必行。从价值工程的角度阐述开展汽车零部件技术降成本活动是提升汽车产品价值满足市场和客户的需要;是汽车主机厂、零部件供应商保持持续竞争力的需要。通过介绍该项活动常用的技术手段、管理方法的应用等旨在说明汽车企业开展技术降成本的重要性。     

汽车整车对标技术的研究

介绍了汽车整车对标的作用、工作内容（成立项目组、市场调查、采购对标产品、分析整车结构和功能、拍照、性能试验、整车逆向分析、缺陷分析、管理零件、建立对标数据库）项目管理技术和编写对标文档,同时提供了具体的实际项目操作案例。为汽车企业进行整车对标项目提供参考。     

基于Benchmarking的轿车手动变速器关键指标的分析和评价

以轿车手动变速器评价指标为研究对象,应用Benchmarking技术对同一规格的样机进行评价指标的详细分析,最后采用决策矩阵法进行定性的评价。     

Classifying Ports for Efficiency Benchmarking: A Review and a Frontier-based Clustering Approach

Abstract

Port efficiency and port clustering are two aspects that have received different degrees of attention in the existing literature. While the actual estimation of port efficiency has been extensively studied, the existing literature has paid little attention to developing robust methodologies for port classification. In this paper, we review the literature on classification methods for port efficiency, and present an approach that combines stochastic frontier analysis, clustering and self-organized maps (SOM). Cluster methodologies that build on the estimated cost function parameters could group ports into performance metrics’ categories. This helps when setting improvement targets for ports as a function of their specific cluster. The methodology is applied to a database of Spanish port authorities. The dendrogram features three clusters and five outlier Spanish Port Authorities. SOM are employed to track the temporal evolution of Spanish Port Authorities that are of special interest for some reasons (i.e. outliers). Results show that use of a combination of cost frontier and cluster methods to define robust port typology and SOMs, jointly or in isolation, offers useful information to the decision-makers.     

对标管理在汽车行业中的应用

本文从汽车产品开发的压力出发,阐述对标管理的必要性。说明了对标的含义以及内容,并从工程研发的角度,详细的阐述了对标管理的开发流程及其输入/输出对应关系。从公司运营的角度,阐述了对标管理能力建设的必要性及其建设的内容。以产品拆解对标为例分析了对标的过程,以VA/VE为例阐述了对标管理的价值。最后阐述了对标管理是体系化、系统化、全员化、常态化的工作,并关系着企业的竞争力强弱。     

International benchmarking of longitudinal train dynamics simulators: results

This paper presents the results of the International Benchmarking of Longitudinal Train Dynamics Simulators which involved participation of nine simulators (TABLDSS, UM, CRE-LTS, TDEAS, PoliTo, TsDyn, CARS, BODYSIM and VOCO) from six countries. Longitudinal train dynamics results and computing time of four simulation cases are presented and compared. The results show that all simulators had basic agreement in simulations of locomotive forces, resistance forces and track gradients. The major differences among different simulators lie in the draft gear models. TABLDSS, UM, CRE-LTS, TDEAS, TsDyn and CARS had general agreement in terms of the in-train forces; minor differences exist as reflections of draft gear model variations. In-train force oscillations were observed in VOCO due to the introduction of wheel–rail contact. In-train force instabilities were sometimes observed in PoliTo and BODYSIM due to the velocity controlled transitional characteristics which could have generated unreasonable transitional stiffness. Regarding computing time per train operational second, the following list is in order of increasing computing speed: VOCO, TsDyn, PoliTO, CARS, BODYSIM, UM, TDEAS, CRE-LTS and TABLDSS (fastest); all simulators except VOCO, TsDyn and PoliTo achieved faster speeds than real-time simulations. Similarly, regarding computing time per integration step, the computing speeds in order are: CRE-LTS, VOCO, CARS, TsDyn, UM, TABLDSS and TDEAS (fastest).