篇一：LV历史
路易·威登
路易·威登（Louis Vuitton），他是法国历史上最杰出的皮件设计大师之一，于1854年在巴黎开了以自己名字命名的第一间皮箱店。一个世纪之后，路易·威登成为皮箱与皮件领域数一数二的品牌，并且成为上流社会的一个象征物。如今路易·威登这一品牌已经不仅限于设计和出售高档皮具和箱包，而是成为涉足时装、饰物、皮鞋、箱包、珠宝、手表、 传媒、名酒等领域的巨型潮流指标。从早期的LV衣箱到如今每年巴黎T台上的不断变幻的LV时装秀，LV （路易·威登）之所以能一直屹立于国际时尚行业顶端地位，傲居奢侈品牌之列，在于其自身独特的品牌DNA。
路易·威登创始人
路易斯·威登（LouisVuitton）
路易威登人物图像
（1821年8月4日—1892年2月27日），世界奢侈品顶级品牌路易·威登（LouisVuitton）创始人，世界奢侈品史，时尚界最杰出的时尚设计大师之一。LouisVuitton1821年诞生于法国东部Franche-Comte省。1837年，16岁的LouisVuitton离乡背井，到巴黎为贵族收拾行装。他于1854年在巴黎开了以自己名字命名的第一间皮箱店。一个世纪之后，“路易·威登”成为箱包和皮具领域的全世界第一品牌，而且成为上流社会的一个象征物。其品牌的价值就如同我们国人心中的茅台酒一样。
1852年，拿破仑三世登基，LouisVuitton被选为皇后的御用捆工，从此涉足上流社会。
1852年，路易·威登革命性地创制了平顶皮衣箱，并在巴黎开了第一间店铺。就像今天一样，他的设计很快便被抄袭，平顶方形衣箱成为潮流。路易·威登的皮箱最先是以灰色帆布镶面，1896年，路易·威登的儿子乔治用父亲姓名中的简写L及V配合花朵图案，设计出到今天仍蜚声国际的交织字母印上粗帆布（MonogramCanvas）的样式。从设计最初到现在，印有“路易威登”标志这一独特图案的交织字母帆布包，伴随着丰富的传奇色彩和典雅的设计而成为时尚之经典。100年来，世界经历了很多变化，人们的追求和审美观念也随之而改变，但路易·威登不但声誉卓然，而今保持着无与伦比的魅力。
1992年，路易威登首次登陆中国，在北京的王府半岛酒店开设大陆地区第一家分店
1998年2月，路易·威登全球首家旗舰店在巴黎开业，此后第二家也在伦敦Bond大街开业。同年的8月和9月，第三家和第四家旗舰店分别在日本大阪和美国纽约开业。每间店的经营范围都包括路易·威登传统的箱包系列、路易·威登最新问世的男女成衣系列以及男女鞋系列。
1999年，路易·威登在香港中环置地广场开设了一间旗舰店，占地两层，共6600平方米，店内备有路易·威登全线优质皮具，包括旅行箱、旅行袋、皮手袋、小巧皮制品、笔及崭新的男女时装及皮鞋系列等，还提供私人皮具定
路易威登图片欣赏(20张)
制服务。路易·威登品牌一百五十年来一直把崇尚精致、品质、舒适的“旅行哲学”，作为设计的出发基础……路易·威登（Louis Vuitton)这个名字现已传遍欧洲，成为旅行用品最精致的象征。
编辑本段路易·威登设计师简介
Marc Jacobs：
曾有人以“坏孩子”称呼这位美国服装设计师，说他作风散漫、行为怪异，但喜欢他的人却认为这才叫做正宗“雅痞”做派，就跟他的个人品牌设计一样，有人喜欢，将其奉为天才之作，但有人却以为这不过是浪得虚名。1986年，仅仅23岁的Marc就得到大公司支持，推出了以个人名字命名的“MarcJacobs”服装系列，经过二十多年的发展，MarcJacobs已经发展成时尚界里一个举足轻重的名字。很多人都认为“MarcJacobs”才是设计师精髓与理念的最佳载体，譬如其男装系列，一贯强调浪漫、优雅、成熟老练，但在不经意间还混杂着懒惰颓废的意味，其实这跟Marc的个人哲学信仰有关，他推崇一种兼有上城雅痞和下城街头艺术家尘埃的气味，穿衣之余还要体现生活态度，这正是喜爱他的人所最推崇的。女装方面，MarcJacobs设计时会想象到他熟悉的女性，如大导演科波拉的女儿SofiaCopolla（其亲密好友，如今也成为名导演），Marc更把Sofia当成自己的灵感女神。体贴女性的他为突出现代感及女性美，衣料多用丝绸、棉等，令衣服更柔软；另外，他会以色彩来加强柔软感和娇美，并保留一份都市气息。“纽约金童”MarcJacobs 作为设计师的副牌衣服，MarcbyMarcJacobs以一种不可思议的速度迅速成长，至今已经成为死忠时尚迷不可缺少的行头，在日本和台湾等地累积不少人气，成为不少少女的梦幻品牌。设计女装一向是MarcJacobs的强项，而他制造话题的魔力，又被再一次证实，“时尚从少女抓起”这条格言不自觉地又用在其身上了。其实，对于2005秋冬系列，外界的评议是毁誉参半，说好话的是青睐其新颖设计和活跃多变的风格，唾弃者则认为没创意、乱搭一通。其实，MarcJacobs早就习惯了这些形形色色的攻击，他的回应一向是简洁的，Marc宁愿多关心自己所带领的风潮在街上能够热闹多长一段时间。 编辑本段路易·威登创立历程
作为著名的奢侈品牌（Louis Vuitton）的路易·威登创立于1854年，现隶属于法国专产高级奢
华用品的Moet Hennessy LouisVuitton集团。
拿破仑三世登基的时候，法国版图的扩大激起了乌婕妮皇后游历欧洲的兴趣。但是，旅行的乐趣却常常因为一些小问题而大打折扣——那些华美的衣服总是不能妥贴地呆在行李箱中。
穷小子路易·威登凭借自己的手艺，把皇后的衣装巧妙地绑在旅行箱内。就因为这个，从乡下来的年轻人
路易很快得到了乌婕妮皇后的留意和信任。
为皇后服务的过程中，旅行者们的苦乐引起了路易·威登的注意。当时交通工具的革命方兴未艾，乘坐火车成为旅行者最时髦的选择，然而这也给他们带来了很大的麻烦：不是旅行箱把衣服弄得皱巴巴，就是行李包在火车的颠簸中一次次摔倒。路易·威登认为自己能为更多的人免除旅行之忧，便于1854年结束了为宫廷服务的工作，在巴黎创办了首间皮具店，主要产品就是平盖行李箱。创始人路易·威登的第一份职业是为名流贵族出游时收拾行李。他见证了蒸汽火车的发明，也目睹了汽船运输的发展，同时也深深体会到当时收叠起圆顶皮箱的困难。
于是，路易·威登革命性地创制了平顶皮衣箱，并在巴黎开了第一间店铺。这个用“Trianongrey”帆布制成的箱子很快便成为巴黎上流社会喜欢出行的贵族们出行的首选物品。他的设计很快便被抄袭，平顶方形衣箱成为潮流。四年后，路易·威登扩大了皮具店规模，在巴黎近郊Asnières设立了第一间工厂。这段时期，设计、生产的过程更注重于解决旅行者们的实际问题，以实用的设计理念为基础，路易·威登在时尚和专业化方面不断深入。
1871年，路易·威登在Scribe大道上开设了一家新店；1875年分店开到了伦敦市中心。公司的发展为产品的创新提供了更坚实的基础：该品牌的经典产品坚硬旅行箱于1889年诞生，它适应长途旅行的颠簸，带给旅行者最需要的安心与舒适——迄今为止，它都是路易·威登的骄傲。
路易·威登的皮箱最先是以灰色帆布镶面，1896年，路易·威登的儿子乔治用父亲姓名中的简写L及V配合花朵图案，设计出到21世纪仍蜚声国际的交织字母印上粗帆布（Mon ogram Canvas）的样式。
路易·威登的儿子乔治·威登(Georges L。Vuitton)，继承了心灵手巧的家族传统，表现出在小发明上的天赋。1890年，他发明了特殊的锁扣“5-tumbler”——特点在于只要用一把钥匙，就可以打开客户本人所有的路易·威登皮箱，避免了旅行者在裤子上拴一大堆钥匙的麻烦。
就在路易·威登逐渐树立品牌形象的时候，遭到了贪婪的仿制者对其成功的窃取。不过这进一步激发了乔治·威登的创造力——1896年，他在Monogram帆布上印制了著名的“LV”商标，这令路易·威登开始作为品牌象征注入人们的观念。
优秀的品牌总是充满对未来的启示，路易·威登的发展过程是对这句话的恰当诠释——轻巧柔韧的Steamer旅行袋于1901年面世，成为后世手袋的先驱；八年之后，威登家族用丝绸和羊毛制成Kashmir旅行毛毯，又成为后世围巾和被罩的先驱。
1904年，乔治担任圣路易世界博览会主席一职。同年，路易·威登公司推出一系列新的皮箱设计，增加了皮箱内部的储物单元，用于放置香水、服装以及其他物品。
1906年，乔治的儿子贾斯通-路易迎娶芮妮·维尔赛。同年，路易·威登推出车用皮箱。
1914年，路易·威登当年梦想中的小店终于成了巴黎香榭丽舍大道70号那家当时全球规模最大的旅行皮具专门店。2008祝路易·威登成立150周年，两个特制的超大旅行箱就架在这座楼两旁，令人惊艳。第一次世界大战时，路易·威登为适应当时的需求，改为制作军用皮箱即可折叠的担架。战后，他又专心制作旅行箱，并获得不少名人的垂青，订单源源不绝。到路易·威登的孙子家斯腾（Gaston）的时代，产品已推至豪华的巅峰，创制出一款款特别用途的箱子，有的备有配上玳瑁和象牙的梳刷及镜子，有的缀以纯银的水晶香水瓶。路易·威登公司还会应个别顾客的要求，为他们度身订造各式各样的产品。
1998年2月，路易·威登全球首家旗舰店在巴黎开业，此后第二家也在伦敦Bond大街开业。同年的8月和9月，第三家和第四家旗舰店分别在日本大阪和美国纽约开业。每间店
LV
的经营范围都包括路易·威登传统的箱包系列、路易·威登最新问世的男女成衣系列以及男女鞋系列。
1999年，路易·威登在香港中环置地广场开设了一间旗舰店，占地两层，共6600平方米，店内备有路易·威登全线优质皮具，包括旅行箱、旅行袋、皮手袋、小巧皮制品、笔及崭新的男女时装及皮鞋系列等，还提供私人皮具定制服务。
整整一个世纪过去了，印有“LV”标志这一独特图案的交织字母帆布包，伴随着丰富的传奇色彩和雅典的设计而成为时尚之经典。100年来，世界经历了很多变化，人们的追求和审美观念也随之而改变，但路易·威登不但声誉卓然，而今保持着无与伦比的魅力。也许正是这种魅力吸引了无数世界顶尖的设计师。为庆祝交织字母标志诞生100周年，路易·威登的总裁圣·卡斯利（Yves Carcelle）经过3年的考虑，决定邀请7位赫赫有名的前卫设计师来设计交织字母标志的箱包新款式。7位设计师是：阿泽蒂纳·阿莱亚（Azzedine Alaia）、莫罗·伯拉尼克（Manolo Blahnik）、罗米欧·吉利（Romeo Gigli）、赫尔穆特·朗（Helmut Lang）、伊萨克·米兹拉希（lsaac Mizrahi）、西比拉（Sybilla）和维维安·威斯特伍德（Vivienne Westwood）。
路易·威登品牌一百五十年来一直把崇尚精致、品质、舒适的“旅行哲学”，作为设计的出发基础……路易·威登（LouisVuitton)这个名字现已传遍欧洲，成为旅行用品最精致的象征。
编辑本段路易威登-传奇特色
防水耐火历久弥新
路易威登的防水、耐火传说，真实程度难以追究，但它不用皮革或其它普通皮料，而是采用一种油画用、名为Canvas的帆布物料，外加一层防水的PVC，的确让它的皮包历久弥新，不易磨损。除了“耐用”之外，有一百五十年历史的路易威登，一开始就专攻皇室及贵族市场，也是令这个名牌屹立不倒的原因。
1888年，路易威登以方形图案代替原有的米、棕色条纹，并且加上注册商标，不过仿冒品依旧充斥于世；
因此在一八九六年又以路易威登字母、四瓣花形、正负钻石设计出新的图案，这就是闻名的Monogram由来。Monogram这个图案，其实深受十九世纪时所流行的东方艺术，以及兼有装饰和实用效果的Nabis画派所影响。四瓣花形和正负钻石皆是两者的精髓融合。这个经典花纹沿用百余年，几乎是所有路易威登爱好者的第一件入门货品花纹系列。
古典&时尚的融合
过去只讲经典不谈潮流的路易威登，近年来终于一改作风。1996年，为庆祝Monogram系列一百周年纪念，邀请七位时尚设计师设计限量款式，在全球掀起疯狂的收集热潮，让路易威登体会到潮流也有伟大之处。1998年，路易威登破天荒地找了美国设计师MarcJacobs加盟，设计Vernis系列，甚至接着开发了过去从未有过的服装系列，除了皮箱、皮件和时装外，求新求变的百年老店路易威登也将脚步跨入其他时尚领域。Marc来自美国，但他却深深为服装的历史、文化、根基和经典精神所着迷。Marc的设计理念以实用为主，他认为时装要能够让人穿出门才是最实际的，注重设计细节，揉合个人的独特眼光，衍生出出众的女性魅力风格。经典的行李箱、鲜艳创新的提包，路易威登的高贵精神和品质不变，但在Marc的巧妙装扮下却为路易威登换上了新的表情，更贴近大众的生活。
日本的艺术家村上隆(Takashi Myrakami) 以他的卡通世界颠覆了路易威登，也颠覆了整个世界，路易威登的字母组合图案遇上变化多端的奇幻色彩扭转了人们的视觉印象。顿时间，村上隆的大笑花朵和招牌眼睛幻化成各种形式出现在路易威登的商品上。西方经典品牌遇上东方天马行空的艺术家，这场时尚与艺术的联姻获得了空前的成功。对村上隆相当着迷的Marc Jacobs表示他最欣赏的是村上隆欢乐作品底下的黑暗面，同时具有光明和黑暗才是真实人生，也是Marc Jacobs要带领路易威登前进的方向。
篇二：中英文中英文文献翻译-RFID的历史
The history of RFID
Whether we realize it or not, radio frequency identification (RFID) is an integral part of our life. RFID increases productivity and convenience. RFID is used for hundreds, if not thousands, of applications such as preventing theft of automobiles and merchandise; collecting tolls without stopping; managing traffic; gaining entrance to buildings; automating parking; controlling access of vehicles to gated communities, corporate campuses and airports; dispensing goods; providing ski lift access; tracking library books; buying hamburgers; and the growing opportunity to track a wealth of assets in supply chain management. RFID technologies is also being pressed into service for use in U.S. Homeland Security with applications such as securing border crossings and inter modal container shipments while expediting low-risk activities.
RFID is a term coined for short-range radio technology used to communicate mainly digital information between a stationary location and a movable object or between movable objects. A variety of radio frequencies and techniques are used in RFID systems. RFID is generally characterized by use of simple devices on one end of the link and more complex devices on the other end of the link. The simple devices (often called tags or transponders) are small and inexpensive, can be deployed economically in very large numbers, are attached to the objects to be managed, and operate automatically. The more complex devices (often called readers, interrogators, beacons) are more capable and are usually connected to a host computer or network. Radio frequencies from 100 kHz to 10 GHz have been used.
The tags are usually built using CMOS circuitry while other technologies can be used such as surface acoustic wave (SAW) devices or tuned resonators. Tags can be powered by a battery or by rectification of the radio signal sent by the reader. Tags can send data to the reader by changing the loading of the tag antenna in a coded manner or by generating, modulating, and transmitting a radio signal. A variety of modulation and coding techniques have been used. RFID systems can be read only (data is transferred only in one direction, from the tag to the reader) or read and write (two-way communication).
A typical RFID system can use the principle of modulated backscatter (see Fig. 1). In this type of RFID system, to transfer data from the tag to the reader, the reader sends an un-modulated signal to the tag. The tag reads its internal memory of stored data and changes the loading on the tag antenna in a coded manner corresponding to the stored data. The signal reflected from the tag is thus modulated with this coded information. This modulated signal is received by the reader, demodulated using a homodyne receiver, and decoded and output as digital information that contains the data stored in the tag. To send data from the reader to the tag, the reader amplitude modulates its transmitted radio signal. This modulated signal is received by the tag and detected with a diode. The data can be used to control operation of the tag, or the tag can store the data. A simple diode detector allows the detection circuitry in the tag to be simple and consume little power.
Mankind’s use and understanding of electricity, magnetism, and electromagnetic in very early times was limited to his eyesight, observation of electrostatic discharge (don’t stand under a large tree during a lightning storm), and the magnetic properties of lodestones. Early applications probably included making light with fire, use of mirrors for signaling, and use of lodestones for navigation.
Scientific understanding progressed very slowly until about the 1600s. From the 1600s to 1800s there was an explosion of observational knowledge of electricity, magnetism, and optics accompanied by a growing base of mathematically related observations. The 1800s marked the beginning of the fundamental understanding of electromagnetic energy. In 1846, English experimentalist Michael Faraday proposed that both light and radio waves are a form of electromagnetic energy. In 1864, Scottish physicist James Clerk Maxwell published his theory on electromagnetic. In 1887, German physicist Heiich Rudolf Hertz confirmed Maxwell’s electromagnetic theory and produced and studied electromagnetic waves (radio waves). Hertz is credited as the first to transmit and receive radio waves, and his demonstrations were followed quickly by Aleksandr Popov in Russia.
In 1896, Guglielmo Marconi demonstrated the first successful transmission of radiotelegraphy across the Atlantic, and the world would never be the same.
Forward to 20th century
In 1906, Ernst F.W. Alexanderson demonstrated the first continuous wave (CW) radio generation and transmission of radio signals. This achievement marks the beginning of modern radio communication, where all aspects of radio waves are controlled. The early 20th century was considered the birth of radar. The work in radar during World War II was as significant a technical development as the Manhattan Project. Radar sends out radio waves for detecting and locating an object by the reflection of the radio waves. This reflection can determine the position and speed of an object. Radar’s significance was quickly understood by the military, so many of the early developments were shrouded in secrecy.
Since one form of RFID is the combination of radio broadcast technology and radar, it is not unexpected that the convergence of these two radio disciplines and the thoughts of RFID occurred on the heels of the development of radar.
Genesis of an idea
An early, if not the first, work exploring RFID is the landmark paper by Harry Stockman, “Communication by Means of Reflected Power,” published in 1948. Stockman stated “Evidently, considerable research and development work has to be done before the remaining basic problems in reflected-power communication are solved, and before the field of useful applications is explored.”
Thirty years would pass before Stockman’s vision would reach fruition. Other developments were needed: the transistor, the integrated circuit, the microprocessor, development of
communication networks, and changes in ways of doing business. The success of RFID would have to wait a while.
Much has happened in the 57 years since Stockman’s work. The 1950s were an era of exploration of RFID techniques following technical developments in radio and radar in the 1930s and 1940s. Several technologies related to RFID were being explored such as the long range transponder systems of “identification, friend, or foe” (IFF) for aircraft. Developments of the 1950s include such works as D.B. Harris’s “Radio transmission systems with modulatable passive responder.” The wheels of RFID development were turning.
RFID becomes reality
The 1960s were the prelude to the RFID explosion of the 1970s. R.F. Harrington studied the electromagnetic theory related to RFID in his papers including “Theory of Loaded Scatterers” in 1964. Inventors were busy with RFID-related inventions such as Robert Richardson’s “Remotely activated radio frequency powered devices,” and J. H. Vogelman’s “Passive data transmission techniques utilizing radar echoes.”
Commercial activities were beginning in the 1960s. Sensormatic and Checkpoint were founded in the late 1960s. These companies, with others such as Knogo, developed electronic article surveillance (EAS) equipment to counter the theft of merchandise. These types of systems are often use 1-b tags; only the presence or absence of a tag could be detected, but the tags could be made inexpensively and provided effective antitheft measures. These types of systems used either microwave (generation of harmonics using a semiconductor) or inductive (resonant circuits) technology. EAS is arguably the first and most widespread commercial use of RFID. Tags containing multiple bits were generally experimental in nature and were built with discrete components. While single-bit EAS tags were small, multi-bit tags were the size of a loaf of bread, constrained in size by the dictates of the circuitry.
In the 1970s developers, inventors, companies, academic institutions, and government laboratories were actively working on RFID, and notable advances were being realized at research laboratories and academic institutions such as Los Alamos Scientific Laboratory, Northwestern University, and the Microwave Institute Foundation in Sweden. An early and important development was the Los Alamos work that was presented by Alfred Koelle, Steven Depp, and Robert Freyman, “Short-Range Radio-Telemetry for Electronic Identification Using Modulated Backscatter,” in 1975. This development signaled the beginning of practical, completely passive tags with an operational range of tens of meters. Large companies were also developing RFID technology, such as Raytheon’s Raytag in 1973 and Richard Klensch of RCA developing an electronic identification system in 1975.
The Port Authority of New York and New Jersey was also testing systems built by General Electric, Westinghouse, Philips, and Glenayre. Results were favorable, but the first commercially successful transportation application of RFID, electronic toll collection, was not yet ready for
The 1970s were characterized primarily by developmental work. Intended applications were for animal tracking, vehicle tracking, and factory automation. Examples of animal tagging efforts were the microwave systems at Los Alamos and Identronix and the inductive systems in Europe. Interest in animal tagging was high in Europe. Alfa Laval, Nedap, and others were developing RFID systems.
Transportation efforts included work at Los Alamos and by the International Bridge Turnpike and Tunnel Association (IBTTA) and the United States Federal Highway Administration. The latter two sponsored a conference in 1973 that concluded there was no national interest in developing a standard for electronic vehicle identification. This is an important decision since it would permit a variety of systems to develop, which was good, because RFID technology was in its infancy. Research efforts continued as well. R.J. King authored a book about microwave homodyne techniques in 1978. This book is an early compendium of theory and practice used in backscatter RFID systems.
Tag technology had improved with reductions in size and improvements in functionality. The key to these advancements was the use of low-voltage, low power CMOS logic circuits. Tag memory utilized switches or wire bonds and had improved with use of fusible link diode arrays by the end of the decade.
The 1980s became the decade for full implementation of RFID technology, though interests developed somewhat differently in various parts of the world. The greatest interests in the United States were for transportation, personnel access, and, to a lesser extent, animals. In Europe, the greatest interests were for short-range systems for animals and industrial and business applications, though toll roads in Italy, France, Spain, Portugal, and Norway were equipped with RFID. A key to the rapid expansion of RFID applications was the development of the personal computer (PC) that allowed convenient and economical collection and management of data from RFID systems.
In the Americas, the Association of American Railroads and the Container Handling Cooperative Program were active with RFID initiatives. Tests of RFID for collecting tolls had been going on for many years, and the first commercial application began in Europe in 1987 in Norway and was followed quickly in the United States by the Dallas North Turnpike in 1989. Also during this time, the Port Authority of New York and New Jersey began commercial operation of RFID for buses going through the Lincoln Tunnel. RFID was finding a home with electronic toll collection, and new players were arriving daily.
Tags were now being built using custom CMOS integrated circuits combined with discrete components for microwave tags. EEPROM became the nonvolatile memory of choice, permitting the large-scale manufacture of identical tags that could be individualized through programming. These advancements lead to further reductions in the size of tags and increase in functionality (see Fig. 2). The constraint of required antenna size was now becoming important in determining the
The 1990s
The 1990s were a significant decade for RFID since it saw the wide scale deployment of electronic toll collection in the United States and the installation of over 3 million RFID tags on rail cars in North America. Important deployments included several innovations in electronic tolling. The world’s first open highway electronic tolling system opened in Oklahoma in 1991, where vehicles could pass toll collection points at highway speeds, unimpeded by a toll plaza or barriers and with video cameras for enforcement. The first combined toll collection and traffic management system was installed in the Houston area by the Harris County Toll Road Authority in 1992. Also a first was the system installed on the Kansas turnpike using readers that could also operate with the different protocol tags of their neighbor to the south, Oklahoma. Georgia would follow, upgrading their equipment with readers that could communicate with tags using a new protocol as well as their existing tags. In fact, these two installations were the first to implement a multi-protocol capability in electronic toll collection applications.
In the northeastern United States, seven regional toll agencies formed the E-Z Pass Interagency Group (IAG) in 1990 to develop a regionally compatible electronic toll collection system. This system is the model for using a single tag and single billing account per vehicle to access highways and bridges of several toll authorities.
Interest was also keen for RFID applications in Europe during the 1990s. Both microwave and inductive technologies were finding use for toll collection, access control, and a wide variety of other applications in commerce.
A new effort underway was the development of the Texas Instruments (TI) TIRIS system, used in many automobiles for control of the starting of the vehicle engine. The TIRIS system (and others such as from Mikron, now a part of Philips) developed new applications for dispensing fuel, gaming chips, ski passes, and vehicle access.
Additional companies in Europe were becoming active in the RFID race as well with developments including Microdesign, CGA, Alcatel, Bosch and the Philips spinoffs of Combitech, Baumer, and Tagmaster. A pan-European standard was needed for tolling applications in Europe, and many of these companies (and others) were at work on the CEN standard for electronic tolling.
Tolling and rail applications were also appearing in many countries including Australia, China, Hong Kong, Philippines, Argentina, Brazil, Mexico, Canada, Japan, Malaysia, Singapore, Thailand, South Korea, South Africa, and Europe.
With the success of electronic toll collection, other advancements followed such as the first multiple use of tags across different business segments. Now, a single tag (with dual or single billing accounts) could be used for electronic toll collection, parking lot access and fare collection, gated community access, and campus access. In the Dallas–Ft. Worth metroplex, a first was
篇三：水泥的历史中英文对照外文翻译文献
中英文对照资料外文翻译
原文：
History of cement
Early uses
The earliest construction cements are as old as construction, and were non-hydraulic. Wherever primitive mud bricks were used, they were bedded together with a thin layer of clay slurry. Mud-based materials were also used for rendering on the walls of timber or wattle and daub structures. Lime was probably used for the first time as an additive in these renders, and for stabilizing mud floors.
A “daub” consisting of mud, cow dung and lime produces s tough coating, due to coagulation by the lime, of proteins in the cow dung. This simple system was common in Europe until quite recent times.
With the advent of fired bricks, and their use in larger structures, various cultures started to experiment with higher-strength mortars based on bitumen (in Mesopotamia), gypsum (in Egypt) and lime (in many parts of the world).
It is uncertain where it was first discovered that a combination of hydrated non-hydraulic lime and a pozzolan produces a hydraulic mixture, but concrete made from such mixtures was first used on a large scale by the Romans. They used both natural pozzolans ( trass or pumice) and artificial pozzolans (ground brick or pottery) in these concretes. Many excellent examples of structures made from these concretes are still standing, notably the huge monolithic dome of the Pantheon in Rome. The use of structural concrete disappeared in medieval Europe, although weak pozzolanic concretes continued to be used as a core fill in stone walls and columns.
Modern cement
Modern hydraulic cements began to be developed from the start of the Industrial Revolution (around 1800), driven by three main needs:
Hydraulic renders for finishing brick buildings in wet climates.˙Hydraulic mortars for masoy construction of harbor works etc, in contact with sea water.
˙Development of strong concretes.
In Britain particularly, good quality building stone became ever more expensive during a period of rapid growth, and it became a common practice to construct prestige buildings from the new industrial bricks, and to finish them with a stucco to imitate stone. Hydraulic limes were favored for this, but the need for a fast set time encouraged the development of new cements. Most famous among these was Parker’s “Roman cement.” This was development by James Parker in the 1780s, and finally patented in 1796. It was, in fact, nothing like any material used by the Romans, but was a “Natural cement” made by burning septaria-nodules that are found in certain clay deposits, and that contain both clay minerals and calcium carbonate. The burnt nodules were ground to a fine powder. This product, made into a mortar with sand, set in 5—15 minutes. The success of “Roman cement” led other manufacturers to develop rival products by burning artificial mixtures of clay and chalk.
John Smeaton made an important contribution to the development of cements when he was planning the construction of the third Eddystone Lighthouse (1755-9) in the English Channel. He needed a hydraulic mortar that would set and develop some strength in the twelve hour period between successive high tides. He performed an exhaustive market research on the available hydraulic limes, visiting their production sites, and noted that the “hydraulicity” of the lime was directly related to the clay content of the limestone from which it was made. Smeaton was a civil engineer by profession, and took the idea no further. Apparently unaware of Smeaton’s work, the same principle was identified by Louis Vicat in the first decade of the nineteenth century. Vicat went on to devise a method of combining chalk and clay into an intimate mixture, and, burning this, produced an “artificial cement” in 1817. James Frost, working in Britain, produced what he called “British cement” in a similar manner around the same time, but did not obtain a patent until 1822. In 1824, Joseph Aspdin patented a similar material, which he called Portland cement, because the render made from it was in color similar to the prestigious Portland stone.
All the above products could not compete with lime/pozzolan concretes because of fast-setting (giving insufficient time for placement) and low early strengths(requiring a delay of many weeks before formwork could be removed). Hydraulic limes “natural” cements and “artificial” cements all rely upon their belite content for strength development. Belite develops strength solely. Because they were burned at temperatures below 1259℃, they contained no alite, which is responsible for early strength in modern cements. The first cement to consistently contain alite was that made by Joseph Aspdin’s son William in the early 1840s. This was what we call today “modern” Portland cement. Because of the air of mystery with which William Aspdin surrounded his product, others (e.g.Vicat and I C Johnson) have claimed precedence in this invention, but recent analysis of both his concrete and raw cement have shown that William Aspdin’s products made at Northfleet, Keen was a true alite-based cement. However, Aspdin’s methods were “rule-of-thumb”:Vicat is responsible for establishing the mix in the kiln.
William Aspdin’s innovation was counter-intuitive for manufacturers of “artificial cement”, because they required more
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