Cap 311L s 8 Supplying or selling fuel additives containing lead二

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Cessna 172 Aircraft检查清单说明书

Cessna 172 Aircraft检查清单说明书

Wing/Region Tail#Make Cur TTAF Inspection Date S/N Model Cur Tach Time Insp Name Insp CAP ID Insp Phone #Cur Hobbs Time Date Last Annual Tach Time TTAF ADs Validated Current?Date Last 100Hr Tach Time TTAF Date ADs Validated Date Last Oil Chg Tach Time TTAF Date C/W:Date Due ELT Batt Exp Date Date C/W Date Due Date C/W Date Due Y / N / NA Y / N / NA EP:Revision in Acft Y / N / NA Y / N / NA CAPF 71, APR 22 Previous Edition Will Not Be Used OPR/ROUTING: LGM H.Is a legible fireproof ID plate secured to the aircraft fuselage exterior? (CAPR 130-2)P.Aircraft Shoulder Harnesses Installed? (CAPR 130-2)3.Aircraft Exterior Remarks C.Navigation / Position D.Flashing Beacon E.Cabin / Panel F.Instruments E."Not for Hire” Placard Displayed (CAPR 130-2)O.Survival Kit (CAPR 130-2)CAP Aircraft Inspection Checklist Aircraft/Inspector Information 4.Exterior And Interior Lighting For Proper Operation (CFR 91.209)Remarks1.Aircraft Logbooks / Records, POH, AIF & AMRAD J.Serviceable Fire Extinguisher / with gauge Installed (CAPR 130-2)K.Carbon Monoxide Detector – Serviceability, Dated? (CAPR 130-2)L.Cessna Secondary Seat Stop Installed (All Cessnas Prior to 1997)M.Cargo Tie-Down or Net Installed (CFR 91.525, CAPR 130-2)N.Does Aircraft Have All Assigned Software? (CAPR 130-2)A.Is Aircraft Properly Chocked, Tied Down and are Tie downs in good condition? (CAPR 130-2)B.Is aircraft clean? Note obvious Defects, Leaks, Corrosion, ? (Acft Serv Manual, CAPR 130-2)C.Condition of Prop – Nicks, Dents, Leaks, Corrosion, Prop Strike (Acft Service Manual)3)Operating Handbook (Airplane Flight Manual / POH) (Ref: CFR 91.9)4)Current Weight & Balance Data (Ref: Acft Flight Manual / POH)5)Avionics Guide - If applicable to avionics (Cockpit Reference Guide)H.Operating Limits / Placards Displayed (CFR 91.9)I.Avionics or Control Lock Installed (CAPR 130-2)D.Appropriate CAP decals on wings, doors and vertical stabilizer (CAPP 130-2)E.Brakes - No Leaks, Wear, Cracked Pads or Obvious Defects (Acft Service Manual)F.Tires for Proper Air Pressure and Serviceability (Acft Service Manual/STC, CAPR 130-2)nding / Taxi / Pulse lite B.Anti-Collision Strobe A.Mid Cycle/100-Hour/Annual (CFR 91.417, CAPR 130-2)Remarks G .Do AMRAD open discrepancies accurately reflect current status of the aircraft?I . Does aircraft have a complete set of logbooks since new?J . AIF -Current version -Correct -Accurate 1)Current Version of Contents (CAPR 70-1, 9.1.3 & CAPS 72-4)2)All of the sections of the AIF are current (CAPS 72-4)3)Red "Aircraft Grounded" Placard is in the AIF (CAPS 72-4)4)VOR & Fire Extinguisher forms (CAPR 130-2 & CAPS 72-4)5)AIF cover sheet matches most current insp data in logs and AMRAD E.Was a SOAP sample taken at the last 100-hour/annual oil and filter change? (CAPR 130-2)F.Is the engine oil press ure switch within the manufacturer's time change? (CAPR130-2)C.Corrosion Control (CAPR 130-2)D.Alt/Pitot-Static/Transponder (CFR 91.411 & 413)B.ELT Check (CFR 91-207)C.POH Required Revision D.Is interior clean? Note O bvious Defects, Leaks, Corrosion, and Condition of Interior?Remarks A.Required Documents in Aircraft 1)Airworthiness Certificate (Ref: CFR 91.203)G.Engine Cowling for Proper Fit / Fasteners Serviceable and Secure (Acft Service Manual)F."SEAT SLIP WARNING" Placard Displayed (CAPR 130-2)G."Remove Towbar Before Engine Start" Placard Displayed (CAPR 130-2)B.CAP- checklist date NP:K .Weight and Balance - Current weight & balance data in POH (original), copy in AIF and both match maintenance records (POH, AIF & Logbooks)2.Aircraft Interior H .Do AMRAD Aircraft Mx Data entries match logbooks?2)Registration (Ref: CFR 91.203)Equip TypeMake Model S/N VIRB Camera Mount Installed?Audio Panel 1Tow Hook Installed?Audio Panel 2FLIR Installed?Auto-PilotAERONET Installed?COM/GPS 1Vacuum System Installed?COM/GPS 2Airborne Repeater Capable?DFELTID EngineType FM RadioLT MagnetoID RT MagnetoType MFD 1MFD 2PropellerProp GovernorSat PhoneSat Phone DialerCAPF 71, APR 22 Previous Edition Will Not Be Used OPR/ROUTING: LGM5. Installed Aircraft EquipmentGarmin System ID & Type (if equipped)6.Misc Aircraft Information Garmin System ID & Type (if equipped)Instructions for the CAP Aircraft Inspection Checklist1.Aircraft Logbooks / Records, POH, AIF & AMRADItem A. Annotate Date C/W, TACH and TTAF for the last mid cycle, 100hr and annual inspections as recorded in aircraft logbooks. Annotate if ADs were certified current in the logbook at last annual and the date of this validation. Item B.ELT Inspection in logbook: annotate Date C/W, Date Due and Date ELT Battery Expires.Item C. Annotate last corrosion control entry from aircraft logbook and when next corrosion control is due.Item D. Annotate the Altimeter/Pitot-Static/Transponder inspection dates from the logbook.Items E-H. Use AMRAD, aircraft condition and aircraft logbooks to answer these questions.Item I. Ensure aircraft has a complete set of logbooks since aircraft was new. Item J. See AIF and CAPS 72-4Item K. Ensure the weight and balance data in POH (original copy), AIF/ Foreflight match the logbooks.2.Aircraft Interior.Items A.1&2) Airworthiness Certificate and Registration are normally kept in a pouch attached to the sidewall of the aircraft, they must be legible and registration must be current. Ensure they are for the aircraft being inspected.Items A.3&4) Ensure a handbook (POH or AFM) matching the aircraft’s make, model and year is in the aircraft and that it contains the current original copy of the aircraft weight and balance data.Item A.5) Ensure an avionics guide for G1000 or other applicable installed avionics is in aircraft.Item B. CAP-approved checklists are located online in eServices and must match POH revision. NP- Normal Procedures EP - Emergency ProceduresItem C. Enter current required revision of POH and revision of POH in aircraft. The required revision can be found athttps:///TechnicalPublications, create a free account, login, go to Publications>Tech Manual Search and enter the S/N of the aircraft in question and select “AFM/POH/POM” from the manual type dropdown. This will give you a list showing the current POH Revision that is required.Item D. Check for obvious defects, leaks, corrosion, cleanliness, and condition of interior.Items E, F, G, & H Placards: Not for Hire/ Seat Slippage Warning/Remove Towbar/Operating Limits.Item I. Avionics and Control Locks Installed if equipped.Item J. Ensure fire extinguisher is serviceable and properly serviced.Item K. Inspect detectors for serviceability (change of indicator color) and valid expiration date (12 months).Item L. Secondary Seat Stop Installed on the right side of the pilot's seat (All Cessna Aircraft, Prior to 1997 Models).Item M. Cargo Tie-down/Cargo Net: CFR 91.525 requires cargo to be properly secured by a safety belt or other tie-down method.Item N. Does aircraft have all assigned software available for use?Item O. Ensure a survival kit is present and accessible.Item P. Are aircraft shoulder harnesses installed (required on both front seats)?3.Aircraft Exterior.Item A. Ensure tiedowns (if required) meet the requirements in CAPR 130-2 and aircraft is secured per manufacturer’s recommendations.Item B. Check for obvious defects, leaks, corrosion, cleanliness, and condition of paint. Look closely for corrosion and missing or chipped paint.Item C. Inspect propeller for damage and leaks, paying particular attention to nicks and evidence of propeller strike. Also check for excessive rubbing marks between spinner and cowling.Item D. Ensure appropriate decals are installed on wings, doors and vertical stabilizer. See CAPP 130-2.Item E. Check brakes/lines/pads for leaks, wear, cracks, defects.Item F. Tire pressures meet POH/AFM/STC limits and must be within the tolerances established by the manufacturer. Tires must be serviceable IAW manufacturer’s wear limits. Item G. Check the cowling for proper fit and contour. Check the condition of the fasteners holding it in place.Item H. CFR 45-11 requires a fireproof plate that is etched, stamped, or engraved with the builder's name, model designation, and serial number. It must be secured to the exterior of the aircraft near the tail surfaces or adjacent or just aft of the rear-most entrance door. If the aircraft was manufactured before March 7, 1988, the plate can be attached to an accessible interior or exterior location near an entrance; however, the model designation and serial number must also be displayed on the aircraft fuselage exterior.4.Exterior and Interior Lighting for Proper Operation.Items A, B, C, D, E, and F. Check all lights for operation.5.Installed Aircraft Equipment. Record the make, model and S/N for each requested item from the logbook. If the item has not been replaced since the aircraft was new then it will not be in the logbook. DO NOT REMOVE THE ITEM TO CHECK THE SERIAL NUMBER. Check the make, model and S/N of each recorded item that is installed against the ORMS installed equipment list for this aircraft. Contact CAP/LGM to have discrepancies updated.6.Misc Aircraft Information. Inspect aircraft to see if each requested item is installed and indicate the aircraft’s condition in the space provided. Record the Garmin system ID (if applicable), if more than one type MFD is installed then both system IDs should be recorded I.E. G500 and a GTN650 in the same aircraft.Most of the items on the checklist are self-explanatory. The dates and times for the aircraft annual, 100-hour inspections, and oil changes should be in the aircraft logbooks. Tach times should be used to determine when maintenance actions are required and time change items are due replacement.POC for this checklist is CAP/LGM, Maxwell AFB AL, 334-953-9096.。

诺基亚电动自行车 Electropak 技术数据说明书

诺基亚电动自行车 Electropak 技术数据说明书

Technical DataBasic technical dataNumber of cylinders.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...6 Cylinder arrangement... ... ... ... ... ... ... ... ... ... ... ...vertical in-line Cycle. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .4 stroke Induction system... ... ... ... turbocharged, air-to-air charge cooling Combustion system.. ... ... ... ... ... ... ... ... ... direct injection diesel Compression ratio. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...16,3:1Bore.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 130 mm Stroke ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 157 mm Cubic capacity .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..12,5 litres Direction of rotation... ... anticlockwise when viewed from flywheel Firing order (number 1 cylinder furthest from flywheel)1-5-3-6-2-4Estimated total weight of Electropak (dry) ... ... ... ... ... ... .1478 kg Estimated total weight of Electropak (wet) ... ... ... ... ... ... .1582 kgOverall dimensions - Electropak-height... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..1725 mm -length (air cleaner fitted).. ... ... ... ... ... ... ... ... ... ... ... ..2410 mm -width ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 1120 mmMoments of inertia (mk²)Engine... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .1,36 kgm²Flywheel ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 1.41 kgm²Centre of gravityForward of rear face of cylinder block... ... ... ... ... ... ... ... 650 mm Above crankshaft centre line ... ... ... ... ... ... ... ... ... ... ... 250 mmCyclic irregularity-1500 rev/min ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..1,54-1800 rev/min ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..1,82PerformanceNote:All data based on operation to ISO 3046-1, BS5514 AND DIN 6271standard reference conditions.All data based on 42584 MJ/kg calorific value for diesel conforming to specification BS2869 ClassA2All ratings certified to within .. ... ... ... ... ... ... ... ... ... ... ... ... + 3%Steady state speed capability at constant load - G2.. ... .. + 0,25%Test conditions-air temperature . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...25 °C -barometric pressure.. ... ... ... ... ... ... ... ... ... ... ... ... ... ...100 kPa -relative humidity ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 30 %-air inlet restriction at maximum power (nominal).. ... ... ... 2,5 kPa -exhaust back pressure at maximum power (nominal).. ... 6,8 kPa -fuel temperature (inlet pump) ... ... ... ... ... ... ... ... ... ... ... ...40 °CSound levelSound pressure level (exhaust piped away, cooling pack and air cleaner fitted)-1500 rev/min. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 102 dB(A)-1800 rev/min. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .104,6 dB(A)If the engine is to operate in ambient conditions other than those of the test conditions, suitable adjustments must be made for these changes. For full details, contact Perkins Technical Service Department.Emissions capability: All 2206A ratings are to ‘best fuel consumption’ and do not comply to Harmonised International regulation Emission Limits.General installation DesignationUnits Prime Standby Prime Standby 50Hz @ 1500 rev/min60Hz @ 1800 rev/minGross engine powerkWb 324,2368,4373,4406,5Brake mean effective pressure kPa 2061235519842171Combustion air flow (at rated speed)m³/min 21,323,627,429,0Exhaust gas flow (Max.)m³/min 56,664,867,573,5Exhaust gas mass flowkg/min 25,127,832,634,5Exhaust gas temperature (turbocharger outlet)°C630630630660Boost pressure ratio2,83,23,13,4Overall thermal efficiency (nett)%41,340,840,740,3Typical genset electrical output (0.8pf 25 °C)kWe 280320320350kVA 350400400438Assumed alternator efficiency %9292Energy balance Energy in fuelkWt 739,9854,1857,0945,7Energy in power output (gross)kWb 324,2368,4373,4406,5Energy to additional losses kWb 4,95,55,66,1Energy to cooling fan kWm 1419Energy in power output (nett)kWt 305,3348,9348,8381,4Energy to exhaustkWt 213,2245,3244,7273,7Energy to coolant and lubricating oil kWt 113,5128,5130,2139,5Energy to charge cooler kWt 64,879,768,476,5Energy to radiationkWt24,132,240,349,5 - 2206A-E13TAG22200 Series2206A-E13TAG2 2206A-E13TAG3ElectropaKGeneral installationDesignation Units Prime Standby Prime Standby50Hz @ 1500 rev/min60Hz @ 1800 rev/min Gross engine power kWb368,4412,5373,4406,5 Brake mean effective pressure kPa2344263719842171 Combustion air flow (at rated speed)m³/min24,326,427,429,0 Exhaust gas flow (Max.)m³/min64,672,567,573,5 Exhaust gas mass flow kg/min28,130,932,634,5 Exhaust gas temperature (turbocharger outlet)°C630630660660 Boost pressure ratio3,23,53,13,4 Overall thermal efficiency (nett)%41,440,940,740,3Typical genset electrical output (0.8pf 25 °C)kWe320360320350 kVA400450400438Assumed alternator efficiency%9292Energy balanceEnergy in fuel kWt842,6958,2857,0945,7 Energy in power output (gross)kWb368,4412,5373,4406,5 Energy to additional losses kWb5,56,25,66,1 Energy to cooling fan kWm1419Energy in power output (nett)kWt348,9392,3348,8381,4 Energy to exhaust kWt252,6290,4244,7273,7 Energy to coolant and lubricating oil kWt127,3139,9130,2139,5 Energy to charge cooler kWt60,375,568,476,5 Energy to radiation kWt34,039,840,349,6 - 2206A-E13TAG3Rating definitionsPrime powerVariable load. Unlimited hours usage with an average load factor of 70% of the published Prime Power rating over each 24 hour period.A 10% overload is available for 1 hour in every 12 hours of operationStandby powerVariable load. Limited to 500 hours annual usage up to 300 hours of which may be continuous running, No overload is permittedCooling systemRadiatorFace area . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...1,238 m²Number of rows and materials . ... ... ... ... ... ... .1rows, aluminium Matrix density and material .. ... ... ... ..12 fins per inch, aluminium Width of matrix . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 1048 mm Height of matrix ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 1100 mm Weight of radiator (dry). ... ... ... ... ... ... ... ... ... ... ... ... ... ..132 kg Pressure cap setting (min) ... ... ... ... ... ... ... ... ... ... ... ... ..70 kPa Charge coolerFace area.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...1,006 m²Number of rows and materials . ... ... ... ... ... ... .1rows, aluminium Matrix density and material .. ... ... ... ..12 fins per inch, aluminium Width of matrix . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 915 mm Height of matrix ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 1100 mm Coolant pumpSpeed @ 1500 rev/min. ... ... ... ... ... ... ... ... ... ... ... 2056 rev/min Speed @ 1800 rev/min. ... ... ... ... ... ... ... ... ... ... ... 2468 rev/min Drive method. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .Gear FanDiameter ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 927 mm Drive ratio.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...0,92:1 Number of blades.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 9 Material. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .composite Type.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . pusher Cooling fan air flow @ 1500 rev/min. ... ... ... ... ... ... ...654 m³/min Cooling fan air flow @ 1800 rev/min. ... ... ... ... ... ... ...788 m³/min CoolantTotal system capacity ... ... ... ... ... ... ... ... ... ... ... ... ... . 51,4 litres Max. top tank temperature ... ... ... ... ... ... ... ... ... ... ... ... ..104 °C Temperature rise across engine... ... ... ... ... ... ... ... ... ... ... 10 °C Max. pressure in engine cooling circuit. ... ... ... ... ... ... ... ..70 kPa Max. permissible external system resistance ... ... ... ... ... ..30 kPa Max. static pressure head on pump.. ... ... ... ... ... ... ... ... ..30 kPa Coolant flow (min) against 30 kPa rstriction@ 1500 rev/min. ... ... ... ... ... ... ... ... ... ... ... ... ... ... .5,3 litres/sec @ 1800 rev/min. ... ... ... ... ... ... ... ... ... ... ... ... ... ... .6,7 litres/sec Thermostat operation range.. ... ... ... ... ... ... ... ... ... ... 87 to 98°C For details of recommended coolant specifications, refer to the Operation and Maintenance Manual for this engine model Duct allowanceDuct allowance 2206A-E13TAG2 - standbyMaximum additional retsriction (duct allowance) to cooling airflow and resultant minimum airflowEngine speedrev/minAmbient clear-ance inhibitedcoolant °CDuctallowancePam³/min 150059200563180059200716Duct allowance 2206A-E13TAG3 - standbyMaximum additional retsriction (duct allowance) to cooling airflow and resultant minimum airflowEngine speedrev/minAmbient clear-ance inhibitedcoolant °CDuctallowancePam³/min 150055200563180059200716Electrical system-type... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .24 Volt negative earth Alternator type ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .22SI -alternator voltage.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..24V -alternator output ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..70A Starter motor type.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...39MT -starter motor voltage. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..24V -starter motor power... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .7,8 kW Number of teeth on flywheel.. ... ... ... ... ... ... ... ... ... ... ... ... ..113 Number of teeth on starter pinion.. ... ... ... ... ... ... ... ... ... ... (11)Minimum cranking speed... ... ... ... ... ... ... ... ... ... ... 106 rev/min Starter solenoid maximum-pull-in current @ 0°C ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 200A -hold-in current @ 0°C... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..25A Cold start recommendations-5°C to -10°Coil... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..SAE grade 15W40 Starter ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...42MT Battery ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 volts Max. breakaway current. ... ... ... ... ... ... ... ... ... ... ... ..1311 amps Cranking current ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 588 amps Starting aids (ECM controlled)... ... ... ... ... ... ... ... ... ... ... ... none Min. mean cranking speed. ... ... ... ... ... ... ... ... ... ... .106 rev/min -11°C to -25°Coil... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... SAE grade 5W40 Starter ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...42MT Battery ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 24 volts Max. breakaway current. ... ... ... ... ... ... ... ... ... ... ... ..1585 amps Cranking current ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 828 amps Starting aids (ECM controlled)... block heater 1,5kW (110V/240V) Min. mean cranking speed. ... ... ... ... ... ... ... ... ... ... .106 rev/min Notes:z Battery capacity is defined by the 20 hour ratez The oil specification should be for the minimum ambient temperature as the oil will not be warmed by the immersion heaterz Breakaway current is dependent on the battery capacity available. Cables should capable of handling transient current twice that of cranking current.Exhaust systemMaximum back pressure-1800 rev/min . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .10,0 kPa Exhaust outlet, internal diameter. ... ... ... ... ... ... ... ... ... . 123 mm Fuel systemInjection system... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..MEUI Injector type. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..MEUI Governor type.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... electronic Governing conforms to ... ... ... ... ... ... ... ... .ISO 8528-5 Class G2 Injector pressure.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .207 MPa Fuel lift pump-lift pump type.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .gear driven -lift pump delivery @1500 rev/min... ... ... ... ... ... ... 480 litres/hour -lift pump delivery @1800 rev/min... ... ... ... ... ... ... 600 litres/hour -lift pump delivery pressure. ... ... ... ... ... ... ... ... ... ... ... ..621 kPa -max. suction head at pump inlet ... ... ... ... ... ... ... ... ... ... ... .3 m -max. static pressure head.. ... ... ... ... ... ... ... ... ... ... ... ... ... .4 m -max. fuel inlet temperature. ... ... ... ... ... ... ... ... ... ... ... ... ..55 °C -fuel filter spacing primary... ... ... ... ... ... ... ... ... ... ... .10 microns -fuel filter spacing secondary... ... ... ... ... ... ... ... ... ... ...2 microns Fuel specificationBS2869 Class A2 or BSEN590ASTM D975 Class 1D and class 2DNote:For further information on fuel specifications and restrictions, refer to the OMM, “Fluid Recommendations” for this engine model. Induction systemMaximum air intake restriction-clean filter... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...2,5 kPa -dirty filter. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...6,4 kPa -air filter type ... ... ... ... ... ... ... . paper element - 15 inch diameterLubrication systemMaximum total system oil capacity ... ... ... ... ... ... ... ... ... .40 litres Minimum oil capacity in sump... ... ... ... ... ... ... ... ... ... ..32,5 litres Maximum oil capacity in sump.. ... ... ... ... ... ... ... ... ... ... .38 litres Maximum engine operating angles -front up, front down, right side, left side ... ... ... ... ... ... ... ... ... 7 °Lubricating oil-oil flow @ 1500 rev/min... ... ... ... ... ... ... ... ... ... ... 140 litres/min -oil flow @ 1800 rev/min... ... ... ... ... ... ... ... ... ... ... 172 litres/min -oil pressure at bearings @ 1500 rev/min. ... ... ... ... ... ... 310 kPa -oil pressure at bearings @ 1800 rev/min. ... ... ... ... ... ... 358 kPa -oil pressure at bearings (min).. ... ... ... ... ... ... ... ... ... ... 270 kPa -oil temperature (continuous operation) ... ... ... ... ... ... ... ..113 °C -oil consumption at full load as a % of fuel consumption.. ...0.15% Oil filter screen spacing. ... ... ... ... ... ... ... ... ... ... ... ... 30 microns Oil consumption as % of fuel consumption... ... ... ... ... ... ... ... 0,1 Sump drain plug tapping... ... ... ... ... ... ... ... ... ... ... ... .1 1/8 UNF Lubricating oil specification... ... ... ... ... ... API-CH4 - SAE15W-40 Recommended SAE viscosityEngine Oil ViscosityEMA LRG-1API CH-4 Viscosity GradeAmbient Temperature Minimum MaximumSAE 0W20-40 °C10 °CSAE 0W30-40 °C30 °CSAE 0W40-40 °C40 °CSAE 5W30-30 °C30 °CSAE 5W40-30 °C40 °CSAE 10W30-20 °C40 °CSAE 15W40-10 °C50 °C MountingsMaximum static bending moment at rear face of block. ...1356 Nm Fuel consumption2206A-E13TAG2 - 1500 rev/minLoad g/kWhr l/hr Standby19580 110% Prime power19577 100% Prime power19671 75% of Prime power19854 50% of Prime power203372206A-E13TAG3 - 1500 rev/minLoad g/kWhr l/hr Standby19490 110% Prime power19689 100% Prime power19781 75% of Prime power19962 50% of Prime power202422206A-E13TAG2 - 1800 rev/minLoad g/kWhr l/hr Standby19387 110% Prime power19588 100% Prime power19681 75% of Prime power19962 50% of Prime power205432206A-E13TAG3 - 1800 rev/minLoad g/kWhr l/hr Standby19387 110% Prime power19588 100% Prime power19681 75% of Prime power19962 50% of Prime power20543All fuel consumption figures are based on Nett powerAll information in the document is substantially correct at the time of printing but may be subsequently altered by the company.Distributed by2200 Series2206A-E13TAG22206A-E13TAG3Load acceptance TAG2 (cold) Initial load application: When engine reaches rated speed(15 seconds maximum after engine starts to crank)DescriptorUnits 50 Hz 60Hz % of prime power %6680Load (nett)kWm 184,8256Transient frequency deviation%<10<10Frequency recoverySeconds55Second load application: When engine reaches rated speed(5 seconds after initial load application)DescriptorUnits 50 Hz 60Hz % of prime power %7385Load (nett)kWm 204,4272Transient frequency deviation%<10<10Frequency recoverySeconds55TAG3 (cold) Initial load application: When engine reaches rated speed(15 seconds maximum after engine starts to crank)DescriptorUnits 50 Hz 60Hz % of prime power %5880Load (nett)kWm 185,6256Transient frequency deviation%<10<10Frequency recoverySeconds55Second load application: When engine reaches rated speed(5 seconds after initial load application)DescriptorUnits 50 Hz 60Hz % of prime power %6585Load (nett)kWm 208272Transient frequency deviation%<10<10Frequency recoverySeconds55The information shown above complies with the requirements of classification 3 and 4 of ISO 8528-12 and G2 operating limits stated in ISO 8528-5The above figures were obtained under the following test conditions:-minimum engine block temperature.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 45 °C -ambient temperature. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ..15 °C -governing mode ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... isochronous -alternator efficiency... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 92%-alternator inertia ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 6,9 kgm²-under frequency roll off (UFRO) point set to. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 1 Hz below rated -UFRO rate set to... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 2% voltage / 1% frequency LAM on/off.. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...off All tests were conducted using an engine which was installed and serviced to Perkins Engines Company Limited recommendations.Note:The general arrangement drawings shown in this data sheet are for guidance only. For installation purposes, latest versions should be requested from the Applications Dept., Perkins Engines Stafford, ST16 3UB United Kingdom.P u b l i c a t i o n N o . T P D 1687E 2. O c t o b e r 2008 P e r k i n s E n g i n e s C o m p a n y L i m i t e dPerkins Engines Company LimitedPeterborough PE1 5NA United Kingdom Telephone +44 (0) 1733 583000Fax +44 (0) 1733 。

ZB-TFQ12 迪欧空调吸尘器维护手册说明书

ZB-TFQ12 迪欧空调吸尘器维护手册说明书

Installation and Maintenance ManualCompact Vacuum UnitSeries ZBThis manual contains essential information for the protection of users andothers from possible injury and/or equipment damage.∙Read this manual before using the product, to ensure correct handling,and read the manuals of related apparatus before use.∙Keep this manual in a safe place for future reference.∙ These instructions indicate the level of potential hazard by label of“Caution”, “Warning” or “Danger”, followed by important safety informationwhich must be carefully followed.∙To ensure safety of personnel and equipment the safety instructions inthis manual and the product catalogue must be observed, along with otherrelevant safety practices.CautionIndicates a hazard with a low level of risk, which ifnot avoided, could result in minor or moderateinjury.WarningIndicates a hazard with a medium level of risk,which if not avoided, could result in death orserious injury.DangerIndicates a hazard with a high level of risk, whichif not avoided, will result in death or seriousinjury.∙ The compatibility of pneumatic equipment is the responsibility of theperson who designs the pneumatic system or decides its specifications.Since the products specified here can be used in various operatingconditions, their compatibility with the specific pneumatic system must bebased on specifications or after analysis and/or tests to meet specificrequirements.∙Only trained personnel should operate pneumatically operatedmachinery and equipment.Compressed air can be dangerous if an operator is unfamiliar with it.Assembly, handling or repair of pneumatic systems should be performedby trained and experienced personnel.∙Do not service machinery/equipment or attempt to removecomponents until safety is confirmed.1) Inspection and maintenance of machinery/equipment should only beperformed after confirmation of safe locked-out control positions.2) When equipment is to be removed, confirm the safety process asmentioned above. Switch off air and electrical supplies and exhaust allresidual compressed air in the system.3) Before machinery/equipment is re-started, ensure all safety measuresto prevent sudden movement of cylinders etc. (Supply air into the systemgradually to create back pressure, i.e. incorporate a soft-start valve).∙Do not use this product outside of the specifications. Contact SMCif it is to be used in any of the following conditions:1) Conditions and environments beyond the given specifications, or if theproduct is to be used outdoors.2) Installations in conjunction with atomic energy, railway, air navigation,vehicles, medical equipment, food and beverage, recreation equipment,emergency stop circuits, press applications, or safety equipment.3) An application which has the possibility of having negative effects onpeople, property, or animals, requiring special safety analysis.∙Ensure that the air supply system is filtered to 5 microns.2 SpecificationsRefer to the operation manual for this product.3 Installation3.1 Installation∙Do not install the product unless the safety instructions have been readand understood.Note the following points when mounting and installing the product.■ Common Precautions for Mounting and Installation1) It is necessary to perform maintenance and replacement of the suctionfilter regularly to maintain the proper operation of the ejector and vacuumpump system. Ensure sufficient space for maintenance work wheninstalling the product.2) The filter case of this product is integrated with the vacuum piping.Secure sufficient space and some length of the tube with the piping(tubes) on the vacuum side so that the case can be removed.3) Do not fix the piping on the vacuum side such that a load is alwaysapplied to the filter case in a bending or pulling direction. This candamage the body and/or the filter case.4) If the ejector (silencer exhaust specification) is operated in a dustyenvironment or if there is dust on the surface of the workpieces, it cancause clogging of the silencing material as well as the suction filter dueto dust being sucked in. Secure space necessary for the maintenancecheck and replacement of the silencer when the ejector performancedecreases.5) Keep the ambient temperature of the product between -5 and 50o C. Inenvironments such as inside a panel where heat radiation efficiency ispoor, the ambient temperature will rise due to the heat generation of thecoil of the solenoid valve, causing malfunction.6) When handling the product, do not lift it by the lead wires or cables ofthe solenoid valve, pressure sensor or pressure switch for vacuum.Otherwise, it can cause vacuum leakage or broken wire or damage tothe product.■Mounting and Installation of Single Unit Ejectors1) The tightening torque for mounting the product to the wall should bebetween 0.075 and 0.096Nm. Using excessive torque may causedamage to the body. (The width of the product is 10mm.)2) Do not block the exhaust port of the ejector. The ejector of the singleunit specification has only one exhaust port on one side. If the ejector ismounted with the exhaust port facing a wall, secure a space of at least1mm between the product and the wall using a spacer, shim orequivalent.(3) Secure the space for connecting piping on the supply side wheninstalling the product.Mounting with a bracket for single unit (Width of the bracket: 1mm)3 Installation (cont.)Mounting on the wall and the port released to the atmosphere at the bottomPart No. of the bracket for single unit: ZB1-BK1-A (Provided with 2mounting screws M2x14 with washer and 2 hexagon nuts M2.)Recommended tube fittings for the set-up shown above: KQ2H04-M5N,KQ2L04-M5N, KQ2W04-M5N.■Mounting and Installation of an Ejector of Manifold SpecificationWhen mounting the manifold base, it is recommended to mount a spaceron the filter case side in order to make it easier to perform maintenanceservice of the filter element. (Width of the manifold base mounting hole:11.6mm)3.2 Environment∙Do not use in an environment where corrosive gases, chemicals, saltwater or steam are present.∙Do not use in an explosive atmosphere.∙Do not expose to direct sunlight. Use a suitable protective cover.∙Do not install in a location subject to vibration or impact. Check the productspecifications.∙Do not mount in a location exposed to radiant heat.3.3 Piping■Piping for Air Pressure Supply and Vacuum Pressure Supply1) Preparation before pipingBefore piping, perform air blow (flushing) or cleaning to remove anycutting chips, cutting oil, dust, etc. from the piping.2) Wrapping of pipe tapeWhen installing piping or a tube fitting into a port, prevent cuttingchips and sealant material from getting inside the product.If a sealant tape is used,leave 1 thread exposedat the end of threads.3) When connecting tubing, consider factors such as changes in thetubing length due to pressure, and allow a sufficient margin.Otherwise, it can damage the fitting and cause the tube to come off.Refer to Fittings & Tubing Precautions from 1 to 4 shown in BestPneumatics 6 on SMC’s website (URL ) forthe recommended piping conditions.3 Installation (cont.)■Piping to the Manifold Base1) For the PV port of the manifold base, use a tube fitting whose maximumbore size of the outside dimension is smaller than 12mm.Otherwise, the exterior of the fitting will interfere with the manifold baseinstallation face.Recommended tube fittings:KQ2S06-01□S, KQ2S04-01□S2) Follow the tightening instructions shown below for each thread.1/8 (PV port) : 7 to 9NmTightening torque is 3 to 5N as a guide.M5 (PV, PD port): After tightening by hand, increase the tightening byabout 1/6 turn with a tightening tool.Tightening torque is 1 to 1.5N as a guide.3) When mounting or removing the tube fitting,etc. to the manifold base,hold the manifold base hold the manifold base with a spanner.If the ejector/vacuum pump system is held, it may cause air leakage ordamage to the product.■Piping to the Vacuum (V) Port1) Allow a sufficient margin of tube length when piping, in order to preventtwisting, tensile, moment loads, vibration or impact being applied to thetubes and fittings.This can cause damage to the tube fittings and crushing, bursting ordisconnection of tubing.2) Piping to the product is assumed to be static piping.If the tube moves, it may become worn, elongated or torn due to tensileforces, or disconnected from the fitting. Ensure the tube is in a staticcondition at all times before using.3) Prevent the connected tube from being rotated.If the fittings are used in this way, the fitting may be broken.4) Do not lift the product by holding the piping after the tube is connected tothe vacuum (V) port.Otherwise, the filter case and/or the One-touch tube fitting will bedamaged.4 Settings■Manual OverrideVacuum for the ejector or the vacuum pump system is generated orreleased by manual operation.Use the manual override after confirming that there is no danger.When operating the locking type with a screwdriver, turn it gently using awatchmaker’s screwdriver. (Torque: Less than 0.1Nm)Sealant tapeLeave 1 threadexposed.Wrap this way.Non-locking push type (Tool required)It is turned ON by pressing the manual override allthe way in the direction indicated by the arrow (↓),and it is turned OFF by releasing it.11.65 Maintenance■Construction of ZB seriesManifold / With pressure sensorSingle unit / With vacuum pressure switch■ComponentsThe components from (7) to (15) are available as service parts.■Implement the maintenance and check shown below in order to use the ejector and the vacuum system safely and in an appropriate way for a long period of time.1) Maintenance should be performed according to the procedure indicated in the Operation Manual.Improper handling can cause damage and malfunction of equipment and machinery.2) Maintenance workCompressed air can be dangerous when handled incorrectly. Therefore, in addition to observing the product specifications, replacement of elements and other maintenance activities should be performed by personnel with sufficient knowledge and experience pertaining to pneumatic equipment. 3) DrainingRemove condensate from air filters and mist separators regularly. If the collected drainage is drained to the downstream side, it can stick inside of the product, causing operation failure and failure to reach the specified vacuum pressure.4) Replace the filter element built into the ejector and the vacuum pump system and the silencer regularly. (Refer to the replacement procedure below.)It is recommended to replace the filter element and the silencer when the pressure drop reaches 5kPa as a guideline. The replacement cycle varies depending on the operating conditions, operating environment and supply air quality.However, if there is a vacuum pressure drop and/or delay in the vacuum (adsorption) response time which causes problem with the settings during operation, stop the operation of the product and replace the element regardless of the above mentioned replacement guideline. 5) Operation in an environment where there is a lot of dust in the airThe processing capacity of the filter element built into the product may be insufficient. It is recommended to use SMC's air suction filter (ZFA, ZFB, ZFC series) in order to avoid problems beforehand. 6) Check before and after the maintenance workWhen the product is to be removed, turn off the power supply, and be sure to cut off the supply pressure and exhaust the compressed air. Confirm that the air is released to atmosphere.When mounting the product after the maintenance work, supplycompressed air, connect to the power, check if it functions properly and have a leakage inspection. Especially for the latching type supply valve, be sure to check that the supply valve is OFF in the initial condition because it is possible that it is ON due to vibration.7) Do not disassemble or modify the product, other than the replacement parts specified in this manual.■Spare parts listNo. Description [Application]ModelRemarks (7) Supply valve[Generates vacuum.] ZB1-VQ110U-□□□ N.C. ZB1-VQ110L-□□□ Latching ZB1-VQ120U-□□□ N.C. (8) Release valve [Releases vacuum] ZB1-VQ110-□□□ N.C. (9) V-port Assembly [For vacuum port]ZB1-VPN3-□-A (10)Exchange the One-touch tube fittings with the port plugs KJ □□-C1(11)Filter element[For suction filter]ZB1-FE3-A(12) Silencer [For silencer] ZB1-SE1-A (13) Pressure sensor assemblyZB1-PS □-A (14)Pressure switch assembly forvacuumZB1-ZS □□□□-A(15) Manifold base assemblyZZB □-□□□ ■Replacement Procedure for Filter Element- Hold the V port assembly with your fingers, and turn it45 degrees in the counter-clockwise direction and pull it out.For the straight type One-touch tube fitting, it can be removed by using a hexagon wrench (width across flats: 2).- Remove the filter element from the removed filter case, and mount a new filter element securely to the back of the case. (See Fig. to the right) - Confirm that the filter case gasket is not displaced and that it has no foreign matter stuck to it.- Insert the V port assembly into the ejector/vacuum pump system (Fig. to the right), press it slightly and turn it for approximately 45 degrees in the clockwise direction until it stops. (See Fig. to the right)(Mount the V port assembly in the direction specified in the figure. If the convex side is mounted downward, it will interfere with the floor when the element is mounted on its bottom surface, causing breakage of the filter case and the element.)■Replacement procedure for silencer*- Turn the body upside down. Apply a watchmaker’s screw driver or your finger to the notch, and slide the silencer cover in the direction indicated by the △ mark.- When it clicks, the hook is disconnected. Put your Pry up and remove part A, cover.- Remove the silencer by using a watchmaker’s screw driver.- Insert a new silencer, and mount the cover by the reverse procedure of the disassembly procedure for reassembly.(When replacing the silencer, the metal diffuser can be seen. This part is important to the function. Do not touch or apply force to the metal diffuser when replacing the silencer.)* For vacuum pump system, the silencer is not built in.■Replacement Procedure for Solenoid Valves (supply valve, release valve)-This product has a “supply valve” for generating vacuum and a “release valve” for breaking vacuum. Follow the procedure below to replace the solenoid valves after the product has been used for a long period of time or malfunctions.1) Remove the mounting screw of the solenoid valve. 2) Remove the solenoid valve.3) Before mounting the replacement solenoid valve, check that it has no dust or scratches on the mounting surface. Be certain that the gasket and filter element R of the supply valve are properly mounted as well. (Filter element R is installed in the release valve only.)4) Tighten the mounting screw of the solenoid valve to the specified torque below.Appropriate tightening torque (Nm) 0.054 to 0.08- When replacing the solenoid valves, the valve body will come off if boththe supply valve and the release valve are removed at the same time.Removal and mounting of the solenoid valves should be done one at atime to prevent parts from dropping and foreign matter from entering.* Function of the filter element R: When the supply valve is switched OFF from ON, atmospheric pressure flows from the vent port into the spaceinside the valve where there is “vacuum pressure”. Filter element R is afilter mounted in the flow path. It prevents the dust in the operating environment from entering inside the solenoid valve.Manifold Products■Increasing and Decreasing the Number of Manifold Stations- When decreasing the number of manifold stations, order the manifoldbase (a) exclusive for the required number of stations. When increasing the number of stations, order the required number of single units of the body type 3 valve (b). Refer to Model Indication and How to Order for the part numbers for placing an order. The part number for the manifold base is different depending on whether pressure sensor/ vacuum pressure switch are mountable or not.- When mounting each station, check that all the gaskets are in place and tighten the screws to the specified torque. If the tightening torque is exceeded, the body can be broken.- For the manifold with pressure sensor/vacuum pressure switch, order themanifold base (a) for the required number of stations. When increasing the number of stations, order the required number of single unit of the body type 3 valve (b) and the required number of either the pressure sensor assembly (c) or the vacuum pressures switch assembly (d).- In this case, the pressure sensor (c) /vacuum pressure switch (d) is tightened together with the single unit of the product (b). (Refer to the figure on the right.)- When mounting the pressure sensor/ vacuum pressure switch, be sure to check that the O-ring on the mounting surface of the manifold base is mounted properly and that the O-ring is not displaced from the mounting groove. If the O-ring is not mounted properly, it can cause vacuum pressure leakage.Locking push type (Tool required) <Latching type> - Turn the manual override to the left and line up the arrow () with 0 to return it to the RESET state (flow from A toP). (It is set to RESET state when shipped.)SET RESETNo. Item Main partsmaterial Remarks(1) Valve bodyassembly Resin/HNBR Solenoid valve mounting part(2) Needle assembly Resin/ Brass/ NBR For adjusting release flow, with lock nut retaining mechanism(3) Body ResinBodies for ejector and for pump system both available. (4)Nozzle Aluminum For vacuum pump system: Spacer (5) Diffuser AluminumFor vacuum pump system: No diffuser(6) Silencer cover Resin △ markSilencer coverConcave Part A SilencerMounting screw Valve bodySupply valve Filter element R *)Gasket Gasket(a)Appropriate tighteningtorque (Nm) 0.075 to 0.096(b)(a) (b)(d) (c) Vacuum pressure release port (Pressure sensor/vacuum pressureswitch can be mounted)Locking type (Tool required) <Semi-standard>- Turn the manual override to the left and line up () manual override.Note) For the locking type manual override, be sure to release the lock before starting the normal operation.Filter case■Special transparent filter case made of nylonDo not use in an environment where chemicals such as alcohol are present and where they could stick to the filter case.Vacuum Break Flow Adjusting Needle ■Vacuum break flow characteristicsThe graph on the right shows the flow characteristics with various supply pressures when the vacuum break flow adjustment needle is opened from the fully close state “n” turns.However, the flow characteristics shown in this graph are represent values of the single unit of the product.The flow at the absorption part may vary depending on the piping conditions to the vacuum (V) port, circuit etc.The flow characteristics and the number of rotations of the needle vary due to the range of the specifications of the product.■ This product has a needle retaining mechanism.The needle stops rotating when it reaches the rotation stop position. It may damage the product if the needle is rotated past its stop position. ■Do not tighten the needle any more after it reaches the fully closed position (fully Clockwise).The fully closed position is when the end of the needle touches the resin hole. If it is tightened any more after the needle reaches the position where it stops, the resin part will be deformed, causing breakage. ■Do not tighten the handle with tools such as pliers. This can result in breakage due to idle turning.Exhaust from Ejector■Avoid back pressure being applied to the exhaust air of the ejector. The exhaust resistance should be as small as possible to obtain the full ejector performance.There should be no shield around the exhaust port for the silencer exhaust specification. For the port exhaust specification, the back pressureincrease should be 0.005MPa (5kPa) at maximum, as exhaust resistance is generated with some piping bore sizes and piping lengths. For tube ID 4, as a guideline, it is recommended to make the piping length 1000mm at maximum, although it varies depending on the condition of the equipment at the end.For the silencer exhaust specification, the silencer will gradually getclogged if dust in the operating environment is sucked in or if the supply air is not clean enough. If the silencer is clogged, back pressure is applied to the ejector exhaust which results in a reduction in the vacuum pressure and the adsorption flow rate.7 ContactsAUSTRIA (43) 2262 62280-0 LATVIA(371) 781 77 00 BELGIUM (32) 3 355 1464 LITHUANIA(370) 5 264 8126 BULGARIA (359) 2 974 4492 NETHERLANDS (31) 20 531 8888 CZECH REP. (420) 541 424 611 NORWAY (47) 67 12 90 20 DENMARK (45) 7025 2900 POLAND (48) 22 211 9600 ESTONIA (372) 651 0370 PORTUGAL (351) 21 471 1880 FINLAND (358) 207 513513 ROMANIA (40) 21 320 5111 FRANCE (33) 1 6476 1000 SLOVAKIA (421) 2 444 56725 GERMANY (49) 6103 4020 SLOVENIA (386) 73 885 412 GREECE (30) 210 271 7265 SPAIN (34) 945 184 100 HUNGARY (36) 23 511 390 SWEDEN(46) 8 603 1200 IRELAND (353) 1 403 9000 SWITZERLAND (41) 52 396 3131 ITALY(39) 02 92711UNITED KINGDOM(44) 1908 563888URL : http// (Global) http// (Europe) Specifications are subject to change without prior notice from the manufacturer. © 2012 SMC Corporation All Rights Reserved.。

汽车专业英语 课件 课后练习

汽车专业英语 课件 课后练习

Unit 1 Exercises1. Choose the best answer from the following choices according to the text.1) In the internal combustion engine, air/ fuel mixture is introduced into a closed ____ where it is compressed and then ignited.A. tankB. sparkC. cylinderD. Flywheel2) The air/fuel charge is now under ______ so that it will produce a great deal of power when the spark plug ignites it.A. compressionB. inflationC. vacuumD. ignition3) As the crankshaft nears the end of its second complete revolution, the piston again approaches the ______ piston.A. BDCB. BBTCC. TDCD. ATDC4) Thus, the coolant leaving the lower tank is _____ ready to flow through the engine again.A. hotB. coolC. coldD. warm2. Translate the following into Chinese.1) internal combustion engine 2) vehicle 3) power stroke4) exhaust valve 5) gasoline 6) liquid-cooled engine 7) flywheel 8) air-cooled engine 9) crankshaft3.Translate the following into English.1) 四冲程发动机2) 进气行程3) 排气行程4) 燃烧室5) 气缸6) 活塞7) 可燃混合气8) 火花塞9) 连杆4. Translate the following sentences into Chinese.1) In the internal combustion engine, an air-fuel mixture is introduced into a closed cylinder where it is compressed and then ignited.2) The intake stroke of a four-stroke engine begins with the piston at top dead center (TDC).3) After the piston reaches bottom dead center (BDC), it moves upward again as the starter continues to turn the crankshaft in a clockwise direction.4) Just as or slightly before the piston reaches TDC on the compression stroke with the air/fuel mixture fully compressed, a timed electrical spark appears at the spark plug.5) The engine cycle has only one power stroke where the piston is actually driving the crankshaft.5. Translate the following passage into Chinese.The engine is considered by most to be the definitive factor of an automobile. It provides the motivational force for the vehicle and drives the electrical and auxiliary systems required for operation. The internal combustion engine changes energy forms to provide propulsion. Combustible materials are detonated to create a forceful explosion (and this expansion of gasses) that is then converted into some form of rotational motion. This rotational force or torque is then applied to the wheels to provide linear motion. Engines can consist of two or four-cycle piston units, turbines, rotary units, or free piston units. The most common is the four-cycle piston engine.Unit 2 Exercises1. Choose the best answer from the following choices according to the text.1) The ______ are circular, tube like openings in the block, which act as guides for the pistons as they move up and down.A. chambersB. cylindersC. boresD. rings2) Manufacturers make most engine pistons from _____, which is less than half the weight of iron.A. ironB. nickelC. chromiumD. aluminum3) _____ describes the escape of unburned and burned gases from the combustion chamber, past the piston, and into the crankcase.A. TimingB. CrankingC. BlowbyD. Leaking4) Flywheel _____ tends to keep it rotating at a constant speed.A. inertiaB. qualityC. movementD. weight5) The _____ is a metal rod that fits between the lifter and the rocker arm.A. timing gearB. cam lobeC. push rodD. rocker arm2. Translate the following into Chinese.1) gray iron 2) timing gear 3) water pump4) compression ring 5) valve timing 6) crankpin7) counterweight 8) vibration damper 9) fan pulley3.Translate the following into English.1) 发动机气缸体2) 主轴承轴领3) 曲轴箱4) 油底壳5) 活塞间隙6) 活塞环7) 点火分电器8) 凸轮工作部分9) 气门推杆4. Translate the following sentences into Chinese.1) The cylinders are circular, tube like openings in the block, which act as guides for the pistons as they move up and down.2) Many parts are also attached by fastening devices to the engine block.3) Depending on the style of engine, the cylinder head serve many functions.4) If this clearance is too small, for whatever reason, several problems can develop.5) The measurement of this open period is not in units of time because the actual time a valve remains open varies with engine speed.5. Translate the following passage into Chinese.Overhead cam engines use camshafts located above the cylinder head instead of the more common location inside the engine block. This eliminates the use of push rods and rockers creating a tighter valve train less susceptible to float. These engines can operate more efficiently at higher engine speeds than pushrod types.Unit3 Exercises1.Choose the best answer from the following choices according to the text1) The has the job of supplying a combustible mixture of air and fuel to theengine.A. stating systemB. cooling systemC. lubricating systemD. fuelsystem2) Electronic Fuel injection system can be divided into basicsub-systems.A. twoB. threeC. fourD. five3) To maintain precise fuel metering, the fuel pressure regulator maintains aconstant fuel .A. pressureB. flowC. velocityD. quality4) The monitors variables such as coolant temperature, engine speed,throttle angle, and exhaust oxygen content.A. sensorB. ECUC. terminalD. motor2. Translate the following into Chinese1) electronic fuel injection 2) choke system 3) single point fuel injection4) vapor lock 5) engine start ability 6) fuel economy7) pressure regulator 8) pulsation damper 9) air flow meter3. Translate the following into English1) 燃油供给系2)燃油滤清器 3)空气流量计4)电子燃油喷射5)多点燃油喷射6)冷启动喷油器7)节气门燃油喷射8)空气进气系统9)定时开关4. Translate the following sentences into Chinese1) The fuel system has the job of supplying a combustible mixture of air and fuel to the engine.2) Fuel is pumped from the tank by an electric fuel pump, which is controlled by the circuit-opening relay.3) Fuel injection volume determination is based upon the value of input sensor signals.4) By delivering fuel directly at the back of the intake valve, the intake manifold design can be optimized to improve air velocity at the intake valve.5. Translate the following passage into ChineseWhen the throttle valve is opened, air flows through the air cleaner, through the air flow meter(on L-type systems), past the throttle valve, and through a well tuned intake manifold runner to the intake valve. As the throttle valve is opened further, more air is allowed to enter the engine cylinder, Some engines use two different methods to measure intake air volume. One of EFI type system measures air flowdirectly by using an air flow meter. The other type of EFI system measures air flow indirectly by monitoring the pressure in the intake manifold.Unit 4 Exercises1.Choose the best answer from the following choices according to the text1) In an automobile engine, heat flows or transfers from the iron or aluminum cylinder to the cooling water, and from the coolant to the copper oraluminum .A. pumpB. radiatorC. pistonD. fan2) When water freezes, it expands approximately percent in volume.A. sevenB. eightC. niceD. ten3) Most cases of lost are due to excessive clearance in the bearings ofthe enginerather than worn oil pumps.A. oil pressureB. water pressureC. oil temperatureD. oil viscosity4) Oils used in automobiles need some to improve their characteristics.A. additivesB. antifreezeC. lubricantD. coolant2. Translate the following into Chinese.1) cooling system 2) thermostat 3) radiator cap4) radiator core 5) lubricating system 6) crankcase ventilation7) viscosity index improver 8) varnish 9) oil sludge3. Translate the following into English1) 水泵2)防冻剂3)水冷式发动机4)润滑系5)滑润剂6)抗氧剂7)发动机沉积物8)机油滤清器9)金属与金属接触4. Translate the following sentences into Chinese1) Excessive friction in the engine, however, would mean rapid destruction.2) In order to reduce the formation of rust, commercial antifreeze contains an inhibitor designed to prevent corrosion.3) Air-cooled engines were used successfully in the early days of the automobile.4) The requirements of today’s automobile engines are far beyond the range of straight mineral oils.5. Translate the following passage into ChineseA car’s cooling system is one of its most vital components. Engines rely on their cooling systems to remove immense amounts of heat that if allowed to accumulate would cause engine failure. There are two types of cooling systems; air cooled and liquid cooled engines. Air-cooled engines utilize metal fins that radiate off the combustion chamber. These fins provide greater surface area to radiate heat into the air. This is utilized extensively on motorcycle engines and also the Porsche flat six is a automotive air-cooled engine. A liquid cooling system is a series of fluid pathways that transport a cooling fluid. This fluid is usually a 50/50 mixture of antifreeze to water. This fluid removes heat from the engine as it flows through passageways cast into the engine block. This fluid circulates to a radiator that has many metal fins. Cars have grilles and louvers that direct air flow across the radiator releasing heat into the air.Unit 5 Exercises1.Choose the best answer from the following choices according to the text1) The on an internal, combustion engine provides the spark that ignites the combustible air/ furl mixture in the combustion chamber.A. stating systemB. cooling systemC. ignition systemD. fuelsystem2) The purpose of the ignition switch is to connect and disconnect the ignitionsystem fromthe , so the engine can be started and stopped as desire.A. batteryB. starterC. radiatorD. distributor3) The provides the power to turn the internal combustion engine over until it can operate under its own power.A. fuel systemB. cooling systemC. ignition systemD. starting system4) The battery supplies in the form of current flow for the starting circuit.A. electrical energyB. mechanical energyC. chemical energyD.heat energy2. Translate the following into Chinese.1) spark plug 2) battery 3) distributor4) armature 5) commentator 6) ignition system7) starting system 8) brush 9) field coil3. Translate the following into English1) 点火线圈2)初级线圈3)分电器盖4)启动机电磁开关5)点火提前6)点火正时7)点火分电器8)启动机9)点火开关4. Translate the following sentences into Chinese1) The purpose of the ignition condenser is to reduce arcing at the breaker points, and prolong their life.2) A distributor rotor is a conductor designed to rotate and distribute the high tension current to the tower s of the distributor cap.3) This insures a strong spark during the crankshaft period, and in that way quicker starting is provided.4) The armature is the only rotating component within the starter.5. Translate the following passage into ChineseThe starter is the device that is responsible for initiating the rotational motion of the engine. This device replace the old style hand cranks found on many very early cars. The starter works on a switched circuit with the ignition key. When the key is turned the starter receives power from the battery. This power then engages a clutch that pushes the starter gear to the gear on the flywheel of the engine. The motor then turns, thus turning the engine. When the engine reaches speed, or the power is removed, the gear retracts to prevent damage to the teeth.Unit 6 Exercises1.Choose the best answer from the following choices according to the text1) When oil is being consumed by passing through the engine, it usually will case heavyto come from the exhaust, particularly after the engine has idled for several minutes.A. black smokeB. blue smokeC. white smokeD. steam2) Out-of-balance tires and propeller shafts are the most common causes ofvibration.A. chassisB. engineC. bodyD. flywheel3) An abnormal sound originating from some form of piston-ring problem is audible during engine .A. startingB. stopC. decelerationD. acceleration4) The one abnormal sound unrelated to worn, damage, loose, or maladjusted engine parts is .A. piston slapB. piston-pin knockC. main bearing noiseD.detonation knock2. Translate the following into Chinese.1) instrument panel 2) clutch pedal 3) malfunction4) abnormal 5) octane rating 6) piston-pin knock7) naked eye 8) ignition timing 9) rebore3. Translate the following into English1) 活塞敲缸2)发动机过热 3)发动机异响4)水垢5)活塞销6)爆震敲击7)机油消耗8)发现并处理故障9)临界速度4. Translate the following sentences into Chinese1) All surface of the radiator and its hose connections should be carefully inspected.2) It is not too unusual for cracks to form in the engine water jacket.3) A sound not frequently heard in an engine is that of a piston ring striking the ring ridge at the top of the cylinder4) The one abnormal sound unrelated to worn, damage, loose, or maladjusted engine parts is detonation knock.5) Excessive clearance in the valve train produces a noise that is usually more apparent during engine idle rpm than any other time.6) L loose vibration damper or flywheel can also cause abnormal engine noises.5. Translate the following passage into ChineseSludge is a mayonnaise(蛋黄酱) –like mixture of water, oil, dirt and other products of combustion. It is most likely to form in an engine that seldom reaches a satisfactory operating temperature. Slow speed, stop-and-go operation means that the engine seldom gets hot enough to drive the water and vapor out of the crankcase. The water condenses on the cold walls of the crankcase or in some cases gets into the crankcase through leaking cylinder head gaskets. This water emulsifies with the oil, carbon, dirt, etc., to form sludge.。

欧盟指令-关于使用低硫油

欧盟指令-关于使用低硫油

EU Sulphur Directive 2005/33/ECFrequently Asked Questions on the ‘At berth’ requirements⁖Ⰾ Г2005/33/ECνĆ 䲏ć㺰ⅱ⮳ 㻰䬝䷇EU Directive 2005/33/EC⁖Ⰾ Г2005/33/ECEU Directive 2005/33/EC amends an earlier Directive, 1999/32/EC, relating to a reduction in the sulphur content of certain liquid fuels which itself amended Directive 93/12/EEC.⁖Ⰾ Г2005/33/EC䦷 㝨⩗⛲⇨䰯㺰䭼ѽ ⶚䛾ҋ ε 㻳 ȡOne aspect of the 2005/33/EC amendments is Article 4b which requires that, from 1 January 2010, the fuel oil used by ships while ‘at berth’ in EU ports is to be limited to 0.1% m/m maximum sulphur content.Г2005/33/EC⮳』㞱4b͜㺰ⅱ喌Ͻ2010 1 1 䊦喌 ⇹ν⁖Ⰾ⍞ ⮳㝨㝥喌 Ү⩗⮳⛲⇨ͺ ⶚䛾̼ 倇ν0.1% m/mȡArticle 4b requires:』㞱4b͜㺰ⅱ䖂喚The change-over to this sulphur limited fuel oil is to be undertaken as soon as possible after arrival and from it as late as possible prior to departure.㝨㝥 ⍞ Ү⩗ѽ⶚⇨喌 㝙 Ү⩗ 䛾䪮⮳ 䬣ȡThe times of these change-overs are to be recorded in the ship’s logbook.⛲⇨ ⮳ 䬣 䄔䃟 㝨㝥 ȡThese ‘at berth’ requirements to not apply to:䄔Ć 䲏ć㺰ⅱ̼䔱⩗ν喚(a)ships which are, according to published timetables, due to be at berthfor less than 2 hours;䬣㶗喌㝨㝥䲏⍞ 䬣̼䊴䓶2(b)certain named vessels as given in the Directive; andГ͜ ⮳͙ 㝨㝥喌(c)ships which switch off all engines and use shore-side electricity whileat berth in ports.㝨㝥䲏⍞ 喌 䬜 喌Ү⩗ ⩤䔊㵻 ҋȡFrequently Asked Questions Regarding the ‘At Berth’ RequirementsνĆ 䲏ć㺰ⅱ⮳ 㻰䬝䷇As is standard practice with all Directives the given requirements are being implemented directly by the individual Member States in respect of their respectiveterritories with any definitive interpretations to be given by the European Court of Justice.䕉 喌 Г͜⮳㻳 䘬⩠ 䦷 㜙䶵 㼒䛹 㵻ȡNevertheless the FOBAS service receives many questions on this topic. Consequently, in order to assist shipowners and others we have collated these questions and our responses into this publication.♥㔻喌 ℾ㝨㏖⹭⮳⛲⇨ ≺ 䘗䬗(FOBAS)ϼ♥ ε䲍 ν䄔㻳 ⮳䄑䬝ȡͩ 㝨͋ ЅⰧ 喌 Л➨ₓ ⤵ε̯ϊ 㻰䬝䷇ ₓ 㶗ȡIn providing these responses it must however be understood that FOBAS is operating only as an ‘informed observer’ and that actual implementation will be by the appropriate department of the Administration of the Member State(s) within whose waters the ship(s) affected operate and which may itself be guided or directed by advice from the European Maritime Safety Agency, the European Commission or other relevant authorities.䄦∗ FOBASϴҋͩĆ㻱 㔴ć ₓゃ⫀㼒 喌∄㻳⮳ 䭴 㵻ϼ⩠Ⱗ 䘗䬗䔊㵻ȡFurther questions䬝䷇FOBAS hopes that we have addressed most of the possible questions however if there are further questions please contact on fobas@Л ⮳ ⻼⫀䬝㘬 䔈Ь Х͜ 㼒ゃȡ ⫀䬝喌䄦㖃㈪fobas@Frequently Asked Questions㻰䬝䷇1.Do these requirements apply to all ships?㻳 䔱⩗ν 㝨㝥 喟Yes, the requirements apply to all ships irrespective of flag (EU or non-EU), ship type, date of construction or tonnage.⮳喌䔈ϊ㻳 䔱⩗ν 㝨㝥喌̼䃩 喈⁖Ⰾ 䲍⁖Ⰾ 喉喌㝨喌 䕏 㔴 Ѽȡ2.‘At berth’ – what is meant by this term?Ć 䲏ć̯䃼 ϯͷ 喟This covers ships in EU ports which are secured at anchor, on moorings (including single buoy moorings) or alongside irrespective of whether they are working cargo or not.Ć 䲏ć̯䃼 㝨㝥 ⁖Ⰾ⍞ ͜ ν 䩉Ƞ㈪⇹喈 ⊝め㈪⇹喉䓨䲏⇹喌 䃩 䔊㵻䉖➘㷴 ȡ3.Does this requirement apply to all ports in EU countries?㻳 䔱⩗ν⁖Ⰾ ⮳ ⍞ 喟The requirement does not apply to ports in the ‘outermost regions’. The ‘outermost regions’ are the French overseas departments, the Azores, Madeira, and the Canary Islands provided, in each case, local air quality standards are maintained.㻳 ̼䔱⩗ν νĆվ䔋 ć⮳⍞ ȡĆվ䔋 ć ∄ ⊦ ⰰȠω䕎 㓓 Ƞ供 㓓 ̽ 䗒 㓓 喈 ⾩⅃䉗䛾Ⅳ ̼䭼ѽ喉ȡ4.Does this requirement apply whenever a ship is anchored in EU waters?䃩҄ 㝨㝥 ⁖ⰎⅣ ͜ 䩉 喌䄔㻳 䘬䔱⩗ 喟Since the requirement is given as ‘…ships at berth in EU ports…’ it would be considered that if a ship anchors within EU waters but outside a zone controlled by a particular port or navigation authority (i.e. to effect repairs or awaiting orders) then the requirement does not apply.㻳 ͜⮳ 䔟ͩĆ….. 㝨㝥 ⁖Ⰾ⍞ 䲏 .....ć喌䗒ͷ Д䃓ͩ喌㝨㝥 ⁖ⰎⅣ ͜ 䩉㔻䲍 ⍞ 㝙⊦ バ䓅 ⮳ 喈 喌ԝ⤵へ Г喉喌䗒ͷ㻳 ̼䔱⩗ȡ5.Are shipyards or ship repair facilities considered to be ‘ports’?㝨 㔴㝨㝥ԝ⤵䃭 㷚㻵ҋͩĆ⍞ ć 喟The Directive does not define the term ‘port’ however since the overall objective is to restrict the sulphur emissions from stationary ships then such facilities should be considered as included as ‘ports’.Г͜ ⇐ Ć⍞ ć䔊㵻 ͸ȡ♥㔻喌 ♥䄔 Г⮳Ⱍ⮳ ͩε䭿 䲈ₑ㝨㝥⮳⶚ 喌䗒ͷ㝨 㝨㝥ԝ⤵䃭 䄔㷚㻵ҋĆ⍞ ćȡ6.Why is it that ‘at berth’ is the part of a ship’s operations which is beingcontrolled by these requirements?ͩ҄Ć 䲏ć㷚ҋͩ㝨㝥㥔䓿⮳̯䘗 㔻 䄔㻳 ⮳バ⤵喟Studies, including Lloyd’s Register’s Marine Exhaust Emission ResearchProgramme, have identified stationary ships as being particular point sources of air pollution and hence, by controlling the maximum sulphur content of the fuels used ‘at berth’, this will directly reduce the sulphur oxides (SO x) and related particulate matter emissions.ℾ㝨㏖⹭⊦κ ⅃ ⵃ⾥䶨Ⱍ ⮳ⵃ⾥㶗 喌䲈ₑ㝨㝥⮳ ⾩⅃← 䕏 ⮳ ℃䒲 ȡ ₓ喌 䭿 Ć 䲏ć㝨㝥 Ү⩗⛲⇨⮳⶚ 䛾㘬 Ⱓ 䭼ѽ⶚⅖ ➘(SOx)Д Ⱗ ䷆㇁➘䉗 ȡ7.Could a residual fuel oil be used ‘at berth’?Ć䲏 ć ДҮ⩗₺҈⛲ ⇨ 喟In theory yes since it is only the maximum sulphur content which is stipulated, not the fuel type. However, in practice it must be expected that generally only distillate grade fuels will be produced which meet the 0.1% m/m maximum sulphur limit. Consequently, throughout this review wherever the term ‘residual fuel oil’ is used it implies a fuel with sulphur content above0.1% m/m.⤵䃩̹ ДҮ⩗喌 ͩ㻳 ͜ 倇⶚ 䛾 ε㺰ⅱ喌㔻䲍⛲⇨ㆪ ȡѵκ ̹ 亾 ⛲⇨ 㘬䓭 0.1% m/m⮳ 倇⶚ 䛾䭿 ȡ ₓ喌 Х͜喌 Ć₺҈⛲ ⇨ć ⮳ ⶚ 䛾䊴䓶0.1% m/m⮳⛲⇨ȡ8.Is it required that only gas oil is used ‘at berth’?Ć 䲏ć 㘬Ү⩗㝨⩗↬⇨ 喟No, it is only the maximum sulphur content which is stipulated. However, in practice it must be expected that generally only distillate grade fuels will be produced which meet the 0.1% m/m maximum sulphur limit.̼ 喌㻳 ͜ 倇⶚ 䛾 ε㺰ⅱȡ♥㔻喌κ ̹ 亾 ⛲⇨ 㘬䓭 0.1% m/m⮳ 倇⶚ 䛾䭿 ȡ9.What ISO 8217 DM grade fuels would be acceptable for use while ‘atberth’?Ć 䲏ć 㘬 Ү⩗҄⻼ISO 8217 DM㏖ ⛲⇨喟In the ISO 8217:2005 specification the DMA grade is limited to 1.50% m/m maximum sulphur content and the DMB and DMC grades to 2.00% m/m.Hence, to be compliant any of these fuel grades must be ordered with a tighter sulphur specification, 0.1% m/m maximum, than that given in the 2005 version of the specification.ISO 8217:2005͜喌DMA⮳ 倇⶚ 䛾ͩ1.50% m/m喌DMB DMC⮳ 倇⶚ 䛾 ͩ2.00% m/mȡ ₓ喌㠔㺰さ ⁖Ⰾ⮳㻳 喌 䉜⇨ 䶪∗ 喌 䔈ϊ㏖ ⮳⛲⇨䘬䰯 ͔ ⮳⶚ 䛾 喌 倇⶚ 䛾ͩ0.1% m/mȡ10.What is meant by ‘m/m’ after the figure of 0.1%?0.1% 䲑⮳Ćm/mć ϯͷ 喟The ‘m/m’ term indicates the percentage on a mass basis - % mass. This is the standard means of stating the sulphur test result. Previously this may alternatively have been given in terms of % weight.Ćm/mć ⮳ 䉗䛾 ̹⮳⮭ ℃ - 䉗䛾⮭Ь℃喌 ⹩⶚ 䛾⮳ 喌㔻ͺ ⩗ 㶗⹩⶚ 䛾⮳ Ѽ 䛼䛾⮭ ℃ȡ11.What sulphur test method is applicable?ДҮ⩗ ⻼⶚ 䛾≺䄄 ∄喟For marine fuels – ISO 8754:1992 is the given method however this method has been subsequently revised to ISO 8754:2003. The differences between the two methods are not expected to be significant in terms of the resultobtained.㝨⩗⛲⇨ 䄣喌ISO 8754:1992 㻳 ⮳≺䄄 ∄喌䔈⻼ ∄⣟ 㷚ԝ ͩISO 8754:2003ȡϽ≺䄄㐂 ⮳㼁 ⰺ喌͓⻼ ∄⮳ ̼ ȡ12.What margin would be expected between the sulphur content of fuel oils asdelivered and the limit of 0.1% m/m maximum?⛲⇨ 䭴⮳⶚ 䛾̽0.1% m/m⮳ 倇䭿 㘬щ 䄞 ҈ 喟In many instances this 0.1% m/m sulphur limit will be the production driver of these fuels limiting what source streams can be used and the respective proportions. The possible exception to this will be where gas oil grade fuels originally intended for automotive applications (EU limit 10 mg/kg – 0.001%) are supplied to ships. This may be as a result of supplier convenience –particularly ships (such as yachts) which bunker by road tanker remote from the main bunker ports.䕉 ̺喌0.1% m/m⮳⶚ 䛾䭿 щҮ⩎ϖ䄔ㆪ⛲⇨ 㘬Ү⩗⮳ Д ℃Һ 䭿 ȡ 㘬⮳Һ ↬䒕⩗⇨㏖ ⮳⛲⇨㷚ӊ 㝨̹喈⁖Ⰾ䭿 ͩ10 mg/kg – 0.001%喉喌䔈Ύ 㘬 ν Ӯ㔻 㜣⮳㐂 – ➨ ㆪѫ 㝶ͺㆪ⮳㝨㝥喌⩠ν⻪ͪ㺰 ⇨⍞ ℃䒲䔋䕉 䘬⩠⇨Ἤ↬䒕 ⇨ȡ13.What issues are there in view of the expected narrow margin between asloaded and limit sulphur values?⩠ν 䭴 㷴⮳⛲⇨⶚ 䛾 倇䭿 䶳 ⮳䄞 ҈ 喌щ ϊϯͷ䬝䷇喟Ideally any fuel oil stem, including gas oils, would be stored onboardseparate from other deliveries so that if problems are encountered with aparticular fuel the issue can be contained and other, known performancefuel oils, are not degraded as a result of mixing. However with the gas oil grades this is often not possible with current ship designs and in any case there are not the same potential incompatibility problems as there are with the residual fuel oils. Nevertheless, with the 0.1% m/m maximum sulphur fuel oils as the actual value will normally only be marginally below that limit there will be very little, or no, tolerance to mixing with other higher sulphur content fuel oils and still remaining compliant. Consequently, particular care will be required during the loading, storage, transfer or treatment of these0.1% m/m maximum fuel oils to ensure that they are not mixed with other,higher sulphur content, fuel oils – either by intent or due to remainingquantities in tanks or pipes.⤵ ⟥ ̺喌 㝨⩗↬⇨ ⮳⛲⇨ 䘬 䄔̽ ̯⻼⛲⇨ 喌䔈 喌 ̯⻼⛲⇨ ⣟䬝䷇ Д⌴ẉ䓗 喌 ̓ ⛲⇨⮳䉗䛾̼щ ͩ̽ ⌦ 㔻䭼ѽȡ♥㔻喌⩠νⰝ 㝨㝥⮳䃭䃐 喌䔈⻼ ҋ ̼ 㵻喌㔻̓喌㝨⩗↬⇨ 㘬 ⣟⮳⒋ ̼Ⱗ 䬝䷇̽₺҈⛲ ⇨ 㘬 ⣟⮳䬝䷇ ̼Ⱗ ȡѵ 倇⶚ 䛾0.1% m/m⮳⛲⇨ 䄣喌 䭴⶚ 䛾䕉 щ ͽ⇐ ҈ 䌎 倇⶚⇨⌦ 㔻ϼ♥ Дさ ȡ ₓ喌 㷴Ƞ Ƞ䒛⼪ ⤵ 倇⶚ 䛾 0.1% m/m⮳⛲⇨ 䰯㺰➨ ∗ 喌⶝Ԍ ̼щ ν ⇨㝠 バ䌞͜⮳₺⇨㔻̽ Ѕ倇⶚⇨⌦ ȡ14.What if a ship which also operates outside the EU does not have thecapability to handle two different grades of gas oil?̯㞇 㝙㵻ν䲍⁖Ⰾ ⮳㝨㝥⇐ 㘬 Ү⩗͓⻼㏖ ⮳⛲⇨喌䄔 ҄ ⤵喟Under this circumstance it would probably be necessary that the ship only uses gas oil with a maximum sulphur content of 0.1% m/m even at sea and at ports outside the EU.䔈⻼ ̺喌㝨㝥 㘬 䲍⁖Ⰾ⮳Ⅳ ⍞ ͜Ύ 䶪Ү⩗ 倇⶚ 䛾 0.1% m/mД̺⮳㝨⩗↬⇨ȡ15.What onboard inspection of a ship may be undertaken to verify that 0.1%maximum sulphur fuel oil is being used?㝨̹㘬Ү⩗ϯͷ 䞣 Ү⩗⮳⛲⇨ 倇⶚ 䛾 0.1%喟In the first instance the relevant Bunker Delivery Notes (BDN), which under MARPOL Annex VI reg. 18 are required to be retained onboard for a minimum of 3 years from the date of delivery, would be inspected together with the Oil Record Book detailing into which tanks that fuel was loaded.However the BDN only shows the sulphur content of the fuel as received. It is necessary that during loading, storage, transfer, treatment and use that the fuel has not been mixed with other, higher sulphur content, fuel oils.Consequently the inspector may require a sample of the fuel oil being used to be drawn which would then be analysed to verify that the fuel was compliant.仅 喌 MARPOL䭳 せ18 㻳 喌 ⇨ 䶪Ͻ ⇨䗒 䊦 㝨̹Ԍ⪈㜢 3 喌 ⇨ㆪ䃟 ㅮ͜䰯㺰 ⶝䃟 䄔⛲⇨㷚㷴ν ͙⇨ム喌 ⇨ ⇨ㆪ䃟 ㅮ䘬 䰯㺰 Ⱗ ⮳ 侻ȡ♥㔻喌 ⇨ ̹ ⹩⮳ϴϴ ⛲⇨ ⮳⶚ 䛾ȡ㝨 䶪∗ ⛲⇨⮳㷴⇨Ƞ Ƞ䒛⼪Ƞ ⤵ Ү⩗䓶⼺͜喌ѽ⶚⇨̼㘬̽ Ѕ倇⶚⇨⌦ ȡ 㘬щ㺰ⅱ ̯͙⇨ 喌䮾 䔊㵻 侻Д䃰 ⛲⇨ さ Ⱗ 㻳 ȡ16.Article 6 of the Directive gives that ‘…sampling shall commence within sixmonths of the date on which the relevant limit for maximum sulphur content in the fuel comes into force.’ Does this mean that there will be a six month period until July 2010 over which the ‘at berth’ requirements will not be enforced?Г͜』㞱6͜ Ć 䄔⩠ 倇⶚ 䛾ͺ㻳 ⩎ 䊦 ͙ ć喌䔈 ⱯĆ 䲏ć㻳 䭴̹Ͻ2010 7 ⩎ 喟This clause relates to Articles 3 and 4 of the Directive and in any case gives ‘…within..’ not a full six month exclusion. The ‘at berth’ requirements are given under Article 4b and hence the inspection regime given under Article 6(1a) would apply which gives no such period of grace before the requirements will be enforced.䄔 ̽ Г⮳』㞱3 4 喌 ͜ ⇐ 㐈 ͙ ⮳Һ 䬣ȡĆ 䲏ć㻳 䭴̹ 』㞱4b͜ ⮳喌 ₓ 』㞱6(1a)͜⮳ 侻㠲 ̼㶗⹩ 䔈⃤䕉㲼 䬣ȡ17.Is it possible to detect the level of sulphur content in the fuel being usedwithout boarding a ship?⇐ 㘬 ⇐ ⮪㝨⮳ ̺ 侻 ⛲⇨⶚ 䛾喟There are certain air quality measurement techniques which can be applied which, by focusing a beam across the gas plume issuing from the funnel, would detect the sulphur oxide concentration levels. This data may then be used to target onboard inspections of ships where it was suspected that fuel oil with higher sulphur content than that required was being used.ДҮ⩗ ϊ⾩⅃䉗䛾≺䄄 䔊㵻 ≺喌䕉䓶㖉♕ ☎ ⮳⅃☎喌 Д ≺ ⶚ ➘⮳⊂ ȡ䄔 Д ⫀⛲⇨ 䒲倇⶚ 䛾⮳ Ո㷚⩗ ⶝ ϊ㝨㝥䰯㺰⮪㝨 侻ȡ18.What technical concerns are there in respect of the use of 0.1% m/mmaximum sulphur distillates?倇⶚ 䛾 0.1%Д̺⮳⛲⇨ 㘬щ ϊ ̹⮳䬝䷇喟There are a number of possible technical issues to be aware of:a)low viscosity叾 䒲ѽb)poor lubricity⋕␀ 䒲c)unacceptable or undesirable blend components̼㘬 ̼ ⮳⌦d)potential power shortfall⒋ ⮳ ̼䋢e)engine starting problemsͪ 䬝䷇f)cleaning action⌴≆ҋ⩗g)attention to pre-heating control䶳☜h)correct settings for boiler safety and combustion control systems䨴▸ ⛲☖ ㈪㐎⮳ₒ⶝䃭i)These are covered in greater detail in FOBAS Bulletin 05/2009FOBAS 05/2009͜ 䄕㏵19.What specific concerns are there with regard to the supply of automotivetype fuels to ships?㝨̹Ү⩗↬䒕⩗⇨喌щ ϯͷ䬝䷇喟The concerns identified relating to the use of 0.1% m/m maximum sulphur fuel oils will tend to be intensified in those instances where automotive fuels have been supplied. Furthermore, automotive gas oils are often found tohave flash point values below the statutory minimum of 60o C for marine fuel oils used in machinery spaces and hence are unfit for such service. Anadditional concern would be in those instances where such fuels are supplied as a result of not having met one or other of the quality specification forautomotive use and the implications of that on their usability in marineengines or other combustion machinery.㠔㝨㝥 Ү⩗䒕䒵⩗⇨喌䗒ͷҮ⩗ 倇⶚ 䛾ͩ0.1% m/m⮳⛲⇨㔻 ⮳ ⻼䬝䷇ щ ȡ ̓喌䒕⩗↬⇨⮳䬙◨䕉 䘬ѽν㝨⩗⛲⇨⮳∄ ѽ䬙◨60o C喌 ₓ ̼䔱 ⩗ν㝨㝥 ͜ȡ ̯͙ 㘬 ⣟⮳䬝䷇ 喌 䒕⩗⛲⇨ӊ 㝨̹喌 㘬 ⩠ν 䉗䛾䬝䷇ ̼䔱 ⩗ 䒕䒵̹喌䔈 ⮳䄌喌䔈⻼⛲⇨ 㝨⩗ͪ Ѕ⛲☖ ͜⮳ Ү⩗ ի ⫀εȡ20.The change-over requirement does not apply to ships which are ‘at berth’ forless than two hours?⛲⇨䒛 ⮳㺰ⅱ̼䔱⩗νĆ 䲏ć͓ Д̺⮳㝨㝥 喟No, the ‘two hours’ given in the Directive only applies where there is a published timetable (i.e. in the case of ferries on scheduled services) which gives that the time ‘at berth’ is less than two hours. There is not a general exemption for ships which will be ‘at berth’ for less than two hours.Г͜⮳Ć͓ ćϴ䔱⩗ν㝨㝥 ⮳ 䬣㶗 䲏 䬣 ͓ Д̺⮳ ̺喈 喌 ⮳⍐䒝喉ȡ䦷 Ć 䲏ć 䬣 ν͓ ⮳㝨㝥 ⇐ 䕉⩗⮳ 䮓㻳 ȡ21.What engines or other combustion devices need to be changed-over to a0.1% m/m maximum sulphur fuel oil?ϊ ⛲☖㷴㒝䰯㺰䒛 倇⶚ 䛾ͩ0.1%⮳⛲⇨喟Only those engines, boilers, incinerators or other combustion devices which are to be used while the ship is ‘at berth’ need to be changed-over to a0.1% maximum sulphur fuel oil. Attention is necessary to intermittentlyoperated combustion machinery with separate, stand-alone, ready use tanks, such as incinerators, to ensure that the fuel in those tanks is compliant.䗒ϊ 㝨㝥Ć 䲏ć ϼ♥䰯㺰Ү⩗⮳ Ƞ䨴▸Ƞ♉☖▸ Ѕ⛲☖㷴㒝 䰯㺰䒛 倇⶚ 䛾ͩ0.1%⮳⛲⇨ȡ䰯㺰∗ 䗒ϊ ⠛⿺⛲⇨㝠⮳䬣⁶ ҋ⮳⛲☖䃭 喌 ♉☖▸喌⶝Ԍ 䗒ϊ⇨㝠͜⮳⛲⇨Ύさ 㻳 ȡ22.Do the ‘at berth’ requirements apply to main engines?䄔㻳 䔱⩗νͪ 喟Only in machinery arrangements where the engines used for propulsion are also used to supply power for other purposes while the ship is ‘at berth’. This would include:㝨㝥 Ć 䲏ć 喌 ̼ѵ⩗ν 䔊㔻̓⩗ν ӊ⩤ ⮳ ̺喌䄔㻳 䔱⩗ȡ䔈⻼ 喚a)diesel-electric systems where the engines also provide power for ship, engine room or cargo services; or⇨ ⩤ ㈪㐎喌ͪ ⩗νͩ㝨㝥Ƞ 䉖➘㷴㒝 ӊ⩤ 喌b)where a propulsion engine is declutched from the propeller and either idles or provides power to a generator, pump or other devices.ͪ 㳩 ⻪喌 ν⾩䒛⟥ 㔴 ӊ⩤ 㐈 ⩤ Ƞ∤ Ѕ㷴㒝ȡ23.Is the circulation of heated residual fuel oil through an engine allowed while ‘at berth’?㝨㝥Ć 䲏ć 喌 䃧 ☜⮳₺҈⛲ ⇨ ͜≰䕉 喟The circulation of heated residual fuel oil through an engine (main or auxiliary) in order to maintain readiness would be permitted as that does not constitute ‘use’ within the meaning of the Directive as the fuel oil is not being combusted.䃧 ☜⮳₺҈⛲ ⇨ ͪ 䒴 ͜≰䕉Д㐣 ⟥ 喌 ͩ⛲⇨ ⇐ 㷚⛲☖喌 Д ̼ Г͜⮳ĆҮ⩗ćͺ ȡ24.If an engine, which is normally operated on residual fuel oil, is subject to repair is it allowed to test that engine on that grade of fuel oil while ‘at berth’ for the purpose of verifying engine is ready for service?̯ 䕉 ☖₺҈⛲ ⇨⮳ 䰯㺰ԝ⤵喌䗒ͷ 㝨㝥Ć 䲏ć⮳ Ո Ү⩗₺҈⛲ ⇨ ⮳≺䄄Д 侻 㘬さ ₒ ҋ⟥ 喟While Article 1 (2)(a) gives that the requirements would not apply to fuels used for ‘…purposes of research and testing’ it would be understood that ‘ ..testing’ as given would not cover the subject scenario.㮬♥ 』㞱1(2)(a)͜ 䄔㻳 ̼䔱⩗νĆ⩗νⵃ⾥ ≺䄄ć⮳⛲⇨喌ѵ Ć≺䄄ć̯䃼 ̼ ̹䔟 ȡ25.Do the ‘at berth’ requirements apply to main boilers as installed, for example, on LNG tankers?䄔㻳 䔱⩗ν 㷴 ㆪѫνLNG ⇨䒝㝨㝥̹⮳ͪ䨴▸ 喟The requirements apply to any fuel oil used by such boilers. Since there can be significant issues associated with the ‘on load’ use of gas oil type fuel oils in such boilers reference should be made to manufacturers recommendations, relevant statutory and classification society rule requirements together with various other publications which have been produced on this topic, for example those from L loyd’s Register: Classification News 35/2009 and ‘Guidance Notes for Design Appraisal of Main and Auxiliary Boilers Operating on Low Sulphur Distillate Oil, October 2009’.㻳 䔱⩗ν䄔ㆪ䨴▸ Ү⩗⮳ ⛲⇨ȡ⩠ν 㝨̹䄔ㆪ䨴▸͜Ү⩗㝨⩗↬⇨ ⛲⇨ 㘬 䄧 䬝䷇喌 Д㝨̹ Ү⩗ 䰯㺰 㔲䨴▸⩎ϖ ⮳ 㻰喌Ύ䰯 䬴Ⱗ ∄ 㝨㏖⹭㻳㠲 Ѕ⮳ ❷➘喌Һ ℾ㝨㏖⹭2009 10 ❷⮳せ35 㝨㏖⹭ 䬪Ԑ ĆҮ⩗ѽ⶚⇨⮳ͪ䨴▸ 䒴䨴▸⮳ ćȡ26.Do the ‘at berth’ requirements apply to auxiliary boilers?䄔㻳 䔱⩗ν䒴䨴▸ 喟The requirements apply to any fuel oil used by all sizes of auxiliary boiler from the relatively large water tube boilers installed on some motor tankers through to those which are essentially simply hot water heaters. As with main boilers, there can be significant issues associated with the ‘on load’ use of gas oil type fuel oils in such boilers consequently reference should be made to manufacturers recommendations, relevant statutory and classification society rule requirements together with various other publications which have been produced on this topic, for example those from Lloyd’s Register: Classification News 35/2009 and ‘Guidance Notes for Design Appraisal of Main and Auxiliary Boilers Operating on L ow Sulphur Distillate Oil, October 2009’.䄔㻳 䔱⩗ν 䒴䨴▸ Ү⩗⮳⛲⇨喌 㷴ν ϊ ⛲ ⇨䒝⮳ Ⅳバ䨴▸喌 ク ⮳☜Ⅳ ☜ ȡ⩠ν 㝨̹ͪ䨴▸͜Ү⩗㝨⩗↬⇨ ⛲⇨ 㘬 䄧 䬝䷇喌 Д㝨̹ Ү⩗ 䰯㺰 㔲䨴▸⩎ϖ ⮳ 㻰喌Ύ䰯 䬴Ⱗ ∄ 㝨㏖⹭㻳㠲 Ѕ⮳ ❷➘喌Һ ℾ㝨㏖⹭2009 10 ❷⮳せ35 㝨㏖⹭ 䬪Ԑ ĆҮ⩗ѽ⶚⇨⮳ͪ䨴▸ 䒴䨴▸⮳ ćȡ27.The Directive mentions that the ‘at berth’ requirements to not apply to shipswhich ‘…switch off all engines and use shore-side electricity while at berth …’ hence would it be possible in such circumstances to still use a fuel oil with a sulphur content above 0.1% m/m in boilers which provide steam to, for example, cargo pump turbines?Г͜ 䄔㻳 ̼䔱⩗νĆ 䲏 䬜 Ү⩗ ⩤ć⮳㝨㝥喌䗒ͷ 䨴▸͜Ү⩗⶚ 䛾倇ν0.1%⮳⛲⇨⩗ ͩㆪѫ䉖∤⋐䒝 ⮳ ӊ㧧↬喟It is probable that this would not be accepted by the authorities as being in compliance with the Directive since the key requirement is that ‘…ships shall not use….’ rather than only some types of combustion devices being controlled.䄔 ҋ 㘬̼щ㷚バ⤵ ȡ ͩ Г͜⮳ 䩝㺰ⅱ Ć…..㝨㝥̼㘬Ү⩗…..ć喌㔻䲍ϴϴ䦷 ⛲☖㷴㒝⮳バ ȡ28.If a ship, which uses shore-side electricity when alongside, is required toanchor in an EU port is it allowed to use a fuel with a sulphur content above0.1% m/m while at anchor?䲏 Ү⩗ ⩤⮳㝨㝥喌 䰯㺰 ⁖Ⰾ⍞ 䩉喌䗒ͷ 䩉 ДҮ⩗⶚ 䛾倇ν0.1%⮳⛲⇨ 喟No since to be covered by this exemption it would be necessary that there is the necessary infrastructure for shore-side electricity to be supplied also to ships which are anchored.̼ Дȡ ͩ 㺰さ 䄔 䉒 Х喌 䩉㝨㝥 Ү⩗⮳ ⩤Ύ䰯㺰 㺰⮳ ⵯ䃭 ȡ29.Do the requirements apply to fuel oil fired inert gas generators?䄔㺰ⅱ䔱⩗ν⩗ ⅃҂ ⩎ ̹⮳⛲⇨ 喟Although such units typically incorporate a water wash stage and do not directly vent the gases produced to the atmosphere, except when in purge mode, there is no specific exemption for this type of combustion device given within the Directive. Consequently it should be concluded that the requirements do apply to these devices.バ䔈 ⮳㷴㒝㷴 Ⅳ≆䃭 ̼̓щⰣ ϖ⩎⮳⅃҂ ⅃喌䮓䲍 ⌴≆ὐ ̺喌ѵ Г͜ ⇐ 䦷 䔈⻼⛲☖䃭 ⮳➨ 䉒 Һȡ Д喌䄔㻳 䄔 䔱⩗ν䔈ϊ䃭 ȡ30.When is a ship considered to have ‘arrived’?҄⩻ 㝨㝥Ć 䓭ć喟Since the requirement applies to ships which are secured, the point at whicha ship is considered to have ‘arrived’ would be when Finished With Engines isgiven. Alternatively, for a ship at anchor, it could be when the anchoring crew are stood down.♥㻳 䔱⩗ν ⽢⮳㝨㝥喌䗒ͷ㝨㝥⮳Ć 䓭ć 䬜ȡ 㔴喌 䩉⮳㝨㝥Ć 䓭ć 䩉㝨 ̯㝛 ҋ⟥ ȡ31.How long is allowed for the change-over to 0.1% m/m maximum sulphurfuel oil?䃧Ү⩗ 䪮 䬣 ⛲⇨䒛 倇⶚ 䛾ͩ0.1%⮳⛲⇨喟No time is stipulated in the Directive since this will differ for different fuel mixes, the particular machinery arrangements and change-over procedures.Whatever procedures are to be followed these should commence as soon as is reasonably possible after arrival. The ship-owner has the option to either:a)change-over the grade of fuel oil in the system; orb)change-over the machinery in use (where there is duplicatedprovision)Scenario (a) in this case the rate of change-over from a heated residual fuel oil to a compliant gas oil will need to be managed in accordance with engine builders guidance. Typically this will give that the rate of change of temperature should not exceed 2o C per minute to avoid undue thermal loading and differential expansion of heated components. However if change-over was to be from a non-compliant gas oil to a compliant gas oil then the change-over time would only be that required for the latter to be the only fuel in the supply system. The FOBAS fuel oil change-over calculator may be of assistance in estimating the time required for the fuels in the system to change from one to other.Scenario (b) could, for example, apply to generator engines. The ship manoeuvres with two generators running on residual fuel oil. On Finished With Engines being given the third (or additional) generator(s), which haspreviously be set up to operate on a compliant fuel oil, is started and loadtransferred thereby enabling the previously running engines to be shut down.Г͜ ⇐ ⶝㻳 ⛲⇨䒛 䬣喌 ͩ䒛 䬣щ⩠ν̼ ⛲⇨ㆪ Ƞ Д 䒛 ⼺ 㔻 ̼ ȡѵ 喌 䃩 Ү⩗⮳ ⻼⼺ 喌䘬 䶪 㝨㝥 䓭Д 䒛 ⼺ ȡ㝨͋ Д䔸 喚a)䒛 ㈪㐎͜⮳⛲⇨b)䒛 Ү⩗⮳a)͜喌҄ ☜⮳₺҈⛲ ⇨䒛 さ 㻳 ⮳㝨⩗↬⇨䰯㺰㻵䕏 ⮳ 㔻 ȡ➨ 䰯㺰∗ ⮳ 喌⛲⇨䒛 ⮳⍘ 䕎 ̼㘬䊴䓶⃾ 䧎2o C喌Д䖮 䓶 ⮳☜䉎㢦Д ☜䘗Х⮳̼ 㛗㗯ȡѵ 喌 䒛 Ͻ̼さ 㻳 ⮳㝨⩗↬⇨ さ 㻳 ⮳㝨⩗↬⇨喌䗒ͷ喌䒛 ⮳ 䬣 Ү㈪㐎͜ さ 㻳 ⮳⛲⇨ 䰯㺰⮳ 䬣ȡFOBAS⮳⛲⇨䒛 䃐テ Д џテϽ̯⻼⛲⇨ ̯⻼⛲⇨ 䰯㺰⮳ 䬣ȡb)͜喌 Л ₓД ⩤ ͭҺȡ㝨㝥Д͓ ⛲☖₺҈⛲ ⇨⮳ ⩤䔊㵻Ѽ⼪ȡ ͓ 䬜 喌䃭 Ү⩗⶚ 䛾0.1% m/m⛲⇨䓿ҋ⮳せ̸ ⩤ ҋ喌 䉎㢦䒛 䔈 ̹ȡ32.Is it required to have approved change-over procedures?䰯㺰 ㏾䃓 ⮳䒛 ⼺ 喟There should be established change-over procedures in order to meet ISM requirements. These would ensure that the correct sequence of operations is undertaken and would provide guidance as to the time required for the procedure to be undertaken, the latter would prove of assistance if the local authorities questioned the length of time taken. These procedures however do not need to be specifically approved.䄔 ⶝ ⮳䒛 ⼺ Дさ ISM⮳ ȡ䄔⼺ ⶝Ԍ ҋ≰⼺⮳ ⶝ 喌 䦷 ҋ 䰯 䬣 ӊ 喌 㔴 Д 䉗⫀䒛 ҋ 䬣⮳ Ո ӊ 䃰 ȡ♥㔻喌䄔⼺ ̼䰯㺰㏾䓶➨ ⮳䃓 ȡ33.With regard to arrival, what times should be recorded in the ship’s logbook?ν 䓭喌 ϊ 䬣䰯㺰㷚䃟 㝨㝥 ͜喟It would be recommended that three specific entries are made as part of a block of data:a)the time at which the when the ship is considered to be ‘secured atberth’ – this may be when Finished With Engines or equivalent (i.e.anchor crew stood down) is given.b)the time at which the first action (as given in the relevant procedures)is taken to commence the change-over of a particular combustionsystem or machinery group (i.e. auxiliary engines). Where there ismore than one system or group there will be a corresponding numberof start times.c)the time at which it is considered that a particular combustion systemor machinery group is operating only on 0.1% m/m maximum fuel oil.Where there is more than one system or group there will be acorresponding number of end times.䃝䃟 Д̸̺͙ 䬣喚a)㝨㝥 䓨 ⽢⮳ 䬣 – ➨ 䬜喌喈 㝨㝥 䩉 䩉㝨䩉 ҋ Ѕ̯㝛 ҋ⟥ 喉ȡb) ⛲☖㈪㐎 ㏳喈 䒴 喉⮳䒛 ҋ⮳せ̯͙ͭ 喈 㔲Ⱗ ⮳⼺ 喉⮳ 䬣ȡ 㝨̹ 䊴䓶̯͙㈪㐎 ㏳喌䗒ͷ 䄔䃟̯㈪ ⮳ 䬣ȡc) ⛲☖㈪㐎 ㏳ ϴД 倇⶚ 䛾 0.1% m/m⛲⇨䔊㵻䓿ҋ⮳ 䬣ȡ 㝨̹ 䊴䓶̯͙㈪㐎 ㏳喌䗒ͷ 䄔䃟 ̯㈪ ⮳㐂䬣ȡ34.In which ship’s logbook should the entries be made?䄔 䬣 䄔䃟 㝨㝥 ͜喟The Directive is not specific hence whichever logbook is specified in the relevant procedures. This should however be one of the logbooks which is countersigned by either the master or chief engineer.Г͜⇐ ₓ➨ 㻳 喌ͩₓ喌 䰯 Ⱗ ≰⼺͜ ⮳㝨㝥 ͜ 䃟 ȡѵ ∗ 喌䄔 䶪⩠㝨䪮 㔴䒝 䪮キ㒡ȡ35.What change-over arrangements apply to engines or other combustiondevices which are not operating when the ship arrives but are subsequently used while the ship is ‘at berth’?ν䗒ϊ㝨㝥 䓭 ̼䓿ҋѵ Ć 䲏ć щҮ⩗⮳ ̽ Ѕ⛲☖㷴㒝喌 䄔䛶⩗҄⻼䒛 喟The temporary allowance for non-compliance during the change-over from a non-compliant fuel oil to a 0.1% m/m maximum sulphur fuel oil is only for those engines or other devices which are running on arrival. Any other machinery should have been duly prepared before arrival to operate on a0.1% m/m maximum sulphur fuel oil and hence, when started while ‘atberth’, is compliant from the outset.䦷 䗒ϊ 㝨㝥 䓭 䓿ҋ⮳ 䃭 喌㘬 䃧 Ͻ倇⶚⇨䒛 ѽ⶚⇨⮳䓶⍐ 䬣ȡЪ҄ Ѕ 䃭 䘬䰯㺰 ⍞ ⛲☖ 倇⶚ 䛾 0.1%⛲⇨⮳ 喌 ₓ喌㝨㝥̯ Ć 䲏ć喌 㺰 喌 䶪さ 㻳 ȡ36.On arrival at an EU port if a ship first goes to anchor and then later moves toa berth alongside is it required to use a 0.1% m/m maximum sulphur fuel oilduring that passage from anchorage to berth?䓭⁖Ⰾ⍞ ⮳㝨㝥喌 䩉喌䮾 ⼪ 䓨喌䗒ͷₓ㝨㝥 䩉 ⇹Ѽ⮳䔈⃤䌌⻪͜喌 䰯㺰Ү⩗ 倇⶚ 䛾 0.1%⮳⛲⇨喟It is not required to use a 0.1% m/m maximum sulphur fuel oil during that passage. As a matter of convenience however the ship may decide to continue the usage of that fuel oil in the auxiliary engines and boilers (in order to avoid additional change-overs) while using a residual fuel oil for the main (propulsion) engine(s).䔈⃤䌌⻪͜ ̼㺰ⅱҮ⩗ 倇⶚ 䛾 0.1%⮳⛲⇨ȡ♥㔻 ν Ӯ㔲㮀喌㝨㝥 㘬щ㔲㮀 ͪ ͜Ү⩗₺҈⛲ ⇨⮳ 喌 䒴 䒴䨴▸͜Ү⩗Ү⩗ 倇⶚ 䛾 0.1%⮳⛲⇨喈ͩ䖮 ䷌ ⮳䒛 ⼺ 喉ȡ37.Does being secured in a lock during passage into or out of a port count asbeing ‘at berth’?㝨㝥 䔊⍞ ⻪⍞⮳Ⅳ䬧͜ ⪈喌テҋ Ć 䲏ć 喟No since this is only an interim stage in the overall manoeuvring process.̼ 喌 ͩ䔈 ͙䓶⼺͜⮳ͣ ⟥ ȡ38.What defines ‘departure’ time?ϯͷ Ć ć 䬣Departure time should be set on the basis of the when engines are required for. In this it is recognised that the actual departure from ‘at berth’ may be later due any one of any number of factors which impact on a ship’s schedule.㝨㝥 䬣 ⤵㼒ͩ ⮳䃭 䬣ȡ ₓ喌㝨㝥⻪ ⮳ 䭴 䬣 㘬⩠ν ⻼ ⮳ 㔻℃䶳 ⮳ ȡ39.When should the change-over from a 0.1% m/m maximum sulphur fuel oilto another fuel oil (i.e. residual fuel oil) commence?ϯͷ 䬣 䔱 Ͻ 倇⶚ 䛾ͩ0.1%⮳⛲⇨ ̯⻼⛲⇨喈 ₺҈⛲ ⇨喉⮳䒛 喟In order to comply with the ‘…as late as possible before departure …’ requirement this should be in advance of the given ‘departure’ time by the expected duration of the change-over as given in the ship’s change-over procedures (which itself should include some reasonable margin to cover usual eventualities). This should be such that the engines (and other combustion devices) are fully established on the fuel oil to be used during departure passage prior to the first actions being taken to ‘unsecure’ the ship.ͩεさ Ć….. ⻪⍞ 㘬 …..ć⮳㺰ⅱ喌 䄔 䃐 ⻪⍞ 䬣 ⮳⛲⇨䒛 䶳䃐 䰯 䬣 䒛 ⛲⇨喈 䰯㺰㔲㮀 㘬 ⩎⮳ ♥κХ 㜣⮳䷌ 䬣喉ȡ䔈 䄔 㝨⮳せ̯͙ͭ 䃘 喈 Ѕ⛲☖㷴㒝喉䘬 Д⩗䔱 ⮳⛲⇨䓿ҋ ȡ40.With regard to departure, what times should be recorded in the ship’slogbook?ν 喌 ϊ 䬣䰯㺰㷚䃟 㝨㝥 ͜喟It would be recommended that three specific entries are made as part of a block of data:a)the time given for ‘engines required for’.b)the time at which the first action (as given in the relevant procedures)is taken to commence the change-over of a particular combustionsystem or machinery group (i.e. auxiliary engines). Where there ismore than one system or group there will be a corresponding numberof start times.c)the time at which it is considered that a particular combustion systemor machinery group is fully operating on the fuel to be usedsubsequently. Where there is more than one system or group therewill be a corresponding number of end times.䃝䃟 Д̸̺͙ 䬣喚。

IATA AHM目录

IATA AHM目录

Airport Handling ManualEffective 1 January—31 December 201838NOTICEDISCLAIMER. The information contained in thispublication is subject to constant review in the lightof changing government requirements and regula-tions. No subscriber or other reader should act onthe basis of any such information without referringto applicable laws and regulations and/or withouttak ing appropriate professional advice. Althoughevery effort has been made to ensure accuracy, theInternational Air Transport Association shall not beheld responsible for any loss or damage caused byerrors, omissions, misprints or misinterpretation ofthe contents hereof. Furthermore, the InternationalAir Transport Association expressly disclaims anyand all liability to any person or entity, whether apurchaser of this publication or not, in respect ofanything done or omitted, and the consequencesof anything done or omitted, by any such person orentity in reliance on the contents of this publication.Opinions expressed in advertisements appearing inthis publication are the advertiser’s opinions and donot necessarily reflect those of IATA. The mentionof specific companies or products in advertisementdoes not imply that they are endorsed or recom-mended by IATA in preference to others of a simi-lar nature which are not mentioned or advertised.© International Air Transport Association. AllRights Reserved. No part of this publication maybe reproduced, recast, reformatted or trans-mitted in any form by any means, electronic ormechanical, including photocopying, record-ing or any information storage and retrieval sys-tem, without the prior written permission from:Senior Vice PresidentAirport, Passenger, Cargo and SecurityInternational Air Transport Association800 Place VictoriaP.O. Box 113Montreal, QuebecCANADA H4Z 1M1Airport Handling ManualMaterial No.: 9343-38ISBN 978-92-9229-505-9© 2017 International Air Transport Association. All rights reserved.TABLE OF CONTENTSPage Preface (xv)Introduction (xvii)General (1)AHM001Chapter0—Record of Revisions (1)AHM011Standard Classification and Numbering for Members Airport Handling Manuals (2)AHM012Office Function Designators for Airport Passenger and Baggage Handling (30)AHM020Guidelines for the Establishment of Airline Operators Committees (31)AHM021Guidelines for Establishing Aircraft Ground Times (34)AHM050Aircraft Emergency Procedures (35)AHM070E-Invoicing Standards (53)Chapter1—PASSENGER HANDLING (91)AHM100Chapter1—Record of Revisions (91)AHM110Involuntary Change of Carrier,Routing,Class or Type of Fare (92)AHM112Denied Boarding Compensation (98)AHM120Inadmissible Passengers and Deportees (99)AHM140Items Removed from a Passenger's Possession by Security Personnel (101)AHM141Hold Loading of Duty-Free Goods (102)AHM170Dangerous Goods in Passenger Baggage (103)AHM176Recommendations for the Handling of Passengers with Reduced Mobility(PRM) (105)AHM176A Acceptance and Carriage of Passengers with Reduced Mobility(PRM) (106)AHM180Carriage of Passengers with Communicable Diseases (114)AHM181General Guidelines for Passenger Agents in Case of SuspectedCommunicable Disease (115)Chapter2—BAGGAGE HANDLING (117)AHM200Chapter2—Record of Revisions (117)AHM210Local Baggage Committees (118)AHM211Airport Operating Rules (124)Airport Handling ManualPageChapter2—BAGGAGE HANDLING(continued)AHM212Interline Connecting Time Intervals—Passenger and Checked Baggage (126)AHM213Form of Interline Baggage Tags (128)AHM214Use of the10Digit Licence Plate (135)AHM215Found and Unclaimed Checked Baggage (136)AHM216On-Hand Baggage Summary Tag (138)AHM217Forwarding Mishandled Baggage (139)AHM218Dangerous Goods in Passengers'Baggage (141)AHM219Acceptance of Firearms and Other Weapons and Small Calibre Ammunition (142)AHM221Acceptance of Power Driven Wheelchairs or Other Battery Powered Mobility Aidsas Checked Baggage (143)AHM222Passenger/Baggage Reconciliation Procedures (144)AHM223Licence Plate Fallback Sortation Tags (151)AHM224Baggage Taken in Error (154)AHM225Baggage Irregularity Report (156)AHM226Tracing Unchecked Baggage and Handling Damage to Checked and UncheckedBaggage (159)AHM230Baggage Theft and Pilferage Prevention (161)AHM231Carriage of Carry-On Baggage (164)AHM232Handling of Security Removed Items (168)AHM240Baggage Codes for Identifying ULD Contents and/or Bulk-Loaded Baggage (169)Chapter3—CARGO/MAIL HANDLING (171)AHM300Chapter3—Record of Revisions (171)AHM310Preparation for Loading of Cargo (172)AHM311Securing of Load (174)AHM312Collection Sacks and Bags (177)AHM320Handling of Damaged Cargo (178)AHM321Handling of Pilfered Cargo (179)AHM322Handling Wet Cargo (180)AHM330Handling Perishable Cargo (182)AHM331Handling and Protection of Valuable Cargo (184)AHM332Handling and Stowage of Live Animals (188)AHM333Handling of Human Remains (190)Table of ContentsPageChapter3—CARGO/MAIL HANDLING(continued)AHM340Acceptance Standards for the Interchange of Transferred Unit Load Devices (191)AHM345Handling of Battery Operated Wheelchairs/Mobility AIDS as Checked Baggage (197)AHM350Mail Handling (199)AHM351Mail Documents (203)AHM353Handling of Found Mail (218)AHM354Handling of Damaged Mail (219)AHM355Mail Security (220)AHM356Mail Safety (221)AHM357Mail Irregularity Message (222)AHM360Company Mail (224)AHM380Aircraft Documents Stowage (225)AHM381Special Load—Notification to Captain(General) (226)AHM382Special Load—Notification to Captain(EDP Format and NOTOC Service) (231)AHM383Special Load—Notification to Captain(EDP NOTOC Summary) (243)AHM384NOTOC Message(NTM) (246)Chapter4—AIRCRAFT HANDLING AND LOADING (251)AHM400Chapter4—Record of Revisions (251)AHM411Provision and Carriage of Loading Accessories (252)AHM420Tagging of Unit Load Devices (253)AHM421Storage of Unit Load Devices (263)AHM422Control of Transferred Unit Load Devices (268)AHM423Unit Load Device Stock Check Message (273)AHM424Unit Load Device Control Message (275)AHM425Continued Airworthiness of Unit Load Devices (279)AHM426ULD Buildup and Breakdown (283)AHM427ULD Transportation (292)AHM430Operating of Aircraft Doors (295)AHM431Aircraft Ground Stability—Tipping (296)AHM440Potable Water Servicing (297)AHM441Aircraft Toilet Servicing (309)Airport Handling ManualPageChapter4—AIRCRAFT HANDLING AND LOADING(continued)AHM450Standardisation of Gravity Forces against which Load must be Restrained (310)AHM451Technical Malfunctions Limiting Load on Aircraft (311)AHM453Handling/Bulk Loading of Heavy Items (312)AHM454Handling and Loading of Big Overhang Items (313)AHM455Non CLS Restrained ULD (316)AHM460Guidelines for Turnround Plan (323)AHM462Safe Operating Practices in Aircraft Handling (324)AHM463Safety Considerations for Aircraft Movement Operations (337)AHM465Foreign Object Damage(FOD)Prevention Program (340)Chapter5—LOAD CONTROL (343)AHM500Chapter5—Record of Revisions (343)AHM501Terms and Definitions (345)AHM503Recommended Requirements for a New Departure Control System (351)AHM504Departure Control System Evaluation Checklist (356)AHM505Designation of Aircraft Holds,Compartments,Bays and Cabin (362)AHM510Handling/Load Information Codes to be Used on Traffic Documents and Messages (368)AHM513Aircraft Structural Loading Limitations (377)AHM514EDP Loading Instruction/Report (388)AHM515Manual Loading Instruction/Report (404)AHM516Manual Loadsheet (416)AHM517EDP Loadsheet (430)AHM518ACARS Transmitted Loadsheet (439)AHM519Balance Calculation Methods (446)AHM520Aircraft Equipped with a CG Targeting System (451)AHM530Weights for Passengers and Baggage (452)AHM531Procedure for Establishing Standard Weights for Passengers and Baggage (453)AHM533Passengers Occupying Crew Seats (459)AHM534Weight Control of Load (460)AHM536Equipment in Compartments Procedure (461)AHM537Ballast (466)Table of ContentsPageChapter5—LOAD CONTROL(continued)AHM540Aircraft Unit Load Device—Weight and Balance Control (467)AHM550Pilot in Command's Approval of the Loadsheet (468)AHM551Last Minute Changes on Loadsheet (469)AHM561Departure Control System,Carrier's Approval Procedures (471)AHM562Semi-Permanent Data Exchange Message(DEM) (473)AHM564Migration from AHM560to AHM565 (480)AHM565EDP Semi-Permanent Data Exchange for New Generation Departure Control Systems (500)AHM570Automated Information Exchange between Check-in and Load Control Systems (602)AHM571Passenger and Baggage Details for Weight and Balance Report(PWR) (608)AHM580Unit Load Device/Bulk Load Weight Statement (613)AHM581Unit Load Device/Bulk Load Weight Signal (615)AHM583Loadmessage (619)AHM587Container/Pallet Distribution Message (623)AHM588Statistical Load Summary (628)AHM590Load Control Procedures and Loading Supervision Responsibilities (631)AHM591Weight and Balance Load Control and Loading Supervision Training and Qualifications (635)Chapter6—MANAGEMENT AND SAFETY (641)AHM600Chapter6—Record of Revisions (641)AHM610Guidelines for a Safety Management System (642)AHM611Airside Personnel:Responsibilities,Training and Qualifications (657)AHM612Airside Performance Evaluation Program (664)AHM615Quality Management System (683)AHM616Human Factors Program (715)AHM619Guidelines for Producing Emergency Response Plan(s) (731)AHM620Guidelines for an Emergency Management System (733)AHM621Security Management (736)AHM633Guidelines for the Handling of Emergencies Requiring the Evacuation of an Aircraft During Ground Handling (743)AHM650Ramp Incident/Accident Reporting (745)AHM652Recommendations for Airside Safety Investigations (750)AHM660Carrier Guidelines for Calculating Aircraft Ground Accident Costs (759)Airport Handling ManualChapter7—AIRCRAFT MOVEMENT CONTROL (761)AHM700Chapter7—Record of Revisions (761)AHM710Standards for Message Formats (762)AHM711Standards for Message Corrections (764)AHM730Codes to be Used in Aircraft Movement and Diversion Messages (765)AHM731Enhanced Reporting on ATFM Delays by the Use of Sub Codes (771)AHM780Aircraft Movement Message (774)AHM781Aircraft Diversion Message (786)AHM782Fuel Monitoring Message (790)AHM783Request Information Message (795)AHM784Gate Message (797)AHM785Aircraft Initiated Movement Message(MVA) (802)AHM790Operational Aircraft Registration(OAR)Message (807)Chapter8—GROUND HANDLING AGREEMENTS (811)AHM800Chapter8—Record of Revisions (811)AHM801Introduction to and Comments on IATA Standard Ground Handling Agreement(SGHA) (812)AHM803Service Level Agreement Example (817)AHM810IATA Standard Ground Handling Agreement (828)AHM811Yellow Pages (871)AHM813Truck Handling (872)AHM815Standard Transportation Documents Service Main Agreement (873)AHM817Standard Training Agreement (887)AHM830Ground Handling Charge Note (891)AHM840Model Agreement for Electronic Data Interchange(EDI) (894)Chapter9—AIRPORT HANDLING GROUND SUPPORT EQUIPMENT SPECIFICATIONS (911)AHM900Chapter9—Record of Revisions (911)AHM901Functional Specifications (914)AHM904Aircraft Servicing Points and System Requirements (915)AIRBUS A300B2320-/B4/C4 (917)A300F4-600/-600C4 (920)A310–200/200C/300 (926)A318 (930)A319 (933)Table of ContentsPageChapter9—AIRPORT HANDLING GROUND SUPPORT EQUIPMENT SPECIFICATIONS(continued) AHM904Aircraft Doors,Servicing Points and System Requirements for the Use of Ground Support Equipment(continued)A320 (936)A321 (940)A330-200F (943)A330-300 (948)A340-200 (951)A340-300 (955)A340-500 (959)A340-600 (962)Airbus350900passenger (965)AIRBUS A380-800/-800F (996)ATR42100/200 (999)ATR72 (1000)AVRO RJ70 (1001)AVRO RJ85 (1002)AVRO RJ100 (1003)B727-200 (1004)B737–200/200C (1008)B737-300,400,-500 (1010)B737-400 (1013)B737-500 (1015)B737-600,-700,-700C (1017)B737-700 (1020)B737-800 (1022)B737-900 (1026)B747–100SF/200C/200F (1028)B747–400/400C (1030)B757–200 (1038)B757–300 (1040)Airport Handling ManualPageChapter9—AIRPORT HANDLING GROUND SUPPORT EQUIPMENT SPECIFICATIONS(continued) AHM904Aircraft Doors,Servicing Points and System Requirements for the Use of Ground Support Equipment(continued)B767—200/200ER (1041)B767—300/300ER (1044)B767—400ER (1048)B777–200/200LR (1051)B777–300/300ER (1055)Boeing787800passenger (1059)BAe ATP(J61) (1067)Bombardier CS100 (1068)Bombardier CS300 (1072)CL-65(CRJ100/200) (1076)DC8–40/50F SERIES (1077)DC8–61/61F (1079)DC8–62/62F (1081)DC8–63/63F (1083)DC9–15/21 (1085)DC9–32 (1086)DC9–41 (1087)DC9–51 (1088)DC10–10/10CF (1089)DC10–30/40,30/40CF (1091)EMBRAER EMB-135Regional Models (1092)EMBRAER EMB-145Regional Models (1094)Embraer170 (1096)Embraer175 (1098)Embraer190 (1100)Embraer195 (1102)FOKKER50(F27Mk050) (1104)FOKKER50(F27Mk0502) (1106)Chapter9—AIRPORT HANDLING GROUND SUPPORT EQUIPMENT SPECIFICATIONS(continued) AHM904Aircraft Doors,Servicing Points and System Requirements for the Use of Ground Support Equipment(continued)FOKKER70(F28Mk0070) (1108)FOKKER100(F28Mk0100) (1110)FOKKER100(F28Mk0100) (1112)IL-76T (1114)MD-11 (1116)MD–80SERIES (1118)SAAB2000 (1119)SAAB SF-340 (1120)TU-204 (1122)AHM905Reference Material for Civil Aircraft Ground Support Equipment (1125)AHM905A Cross Reference of IATA Documents with SAE,CEN,and ISO (1129)AHM909Summary of Unit Load Device Capacity and Dimensions (1131)AHM910Basic Requirements for Aircraft Ground Support Equipment (1132)AHM911Ground Support Equipment Requirements for Compatibility with Aircraft Unit Load Devices (1136)AHM912Standard Forklift Pockets Dimensions and Characteristics for Forkliftable General Support Equipment (1138)AHM913Basic Safety Requirements for Aircraft Ground Support Equipment (1140)AHM914Compatibility of Ground Support Equipment with Aircraft Types (1145)AHM915Standard Controls (1147)AHM916Basic Requirements for Towing Vehicle Interface(HITCH) (1161)AHM917Basic Minimum Preventive Maintenance Program/Schedule (1162)AHM920Functional Specification for Self-Propelled Telescopic Passenger Stairs (1164)AHM920A Functional Specification for Towed Passenger Stairs (1167)AHM921Functional Specification for Boarding/De-Boarding Vehicle for Passengers withReduced Mobility(PRM) (1169)AHM922Basic Requirements for Passenger Boarding Bridge Aircraft Interface (1174)AHM923Functional Specification for Elevating Passenger Transfer Vehicle (1180)AHM924Functional Specification for Heavy Item Lift Platform (1183)AHM925Functional Specification for a Self-Propelled Conveyor-Belt Loader (1184)AHM925A Functional Specification for a Self-Propelled Ground Based in-Plane LoadingSystem for Bulk Cargo (1187)Chapter9—AIRPORT HANDLING GROUND SUPPORT EQUIPMENT SPECIFICATIONS(continued) AHM925B Functional Specification for a Towed Conveyor-Belt Loader (1190)AHM926Functional Specification for Upper Deck Catering Vehicle (1193)AHM927Functional Specification for Main Deck Catering Vehicle (1197)AHM930Functional Specification for an Upper Deck Container/Pallet Loader (1201)AHM931Functional Specification for Lower Deck Container/Pallet Loader (1203)AHM932Functional Specification for a Main Deck Container/Pallet Loader (1206)AHM933Functional Specification of a Powered Extension Platform to Lower Deck/Container/ Pallet Loader (1209)AHM934Functional Specification for a Narrow Body Lower Deck Single Platform Loader (1211)AHM934A Functional Specification for a Single Platform Slave Loader Bed for Lower DeckLoading Operations (1213)AHM936Functional Specification for a Container Loader Transporter (1215)AHM938Functional Specification for a Large Capacity Freighter and Combi Aircraft TailStanchion (1218)AHM939Functional Specification for a Transfer Platform Lift (1220)AHM941Functional Specification for Equipment Used for Establishing the Weight of aULD/BULK Load (1222)AHM942Functional Specification for Storage Equipment Used for Unit Load Devices (1224)AHM950Functional Specification for an Airport Passenger Bus (1225)AHM951Functional Specification for a Crew Transportation Vehicle (1227)AHM953Functional Specifications for a Valuable Cargo Vehicle (1229)AHM954Functional Specification for an Aircraft Washing Machine (1230)AHM955Functional Specification for an Aircraft Nose Gear Towbar Tractor (1232)AHM956Functional Specification for Main Gear Towbarless Tractor (1235)AHM957Functional Specification for Nose Gear Towbarless Tractor (1237)AHM958Functional Specification for an Aircraft Towbar (1240)AHM960Functional Specification for Unit Load Device Transport Vehicle (1242)AHM961Functional Specification for a Roller System for Unit Load Device Transportation on Trucks (1245)AHM962Functional Specification for a Rollerised Platform for the Transportation of Twenty Foot Unit Load Devices that Interfaces with Trucks Equipped to Accept Freight ContainersComplying with ISO668:1988 (1247)AHM963Functional Specification for a Baggage/Cargo Cart (1249)AHM965Functional Specification for a Lower Deck Container Turntable Dolly (1250)AHM966Functional Specification for a Pallet Dolly (1252)Chapter9—AIRPORT HANDLING GROUND SUPPORT EQUIPMENT SPECIFICATIONS(continued) AHM967Functional Specification for a Twenty Foot Unit Load Device Dolly (1254)AHM968Functional Specification for Ramp Equipment Tractors (1256)AHM969Functional Specification for a Pallet/Container Transporter (1257)AHM970Functional Specification for a Self-Propelled Potable Water Vehicle with Rear orFront Servicing (1259)AHM971Functional Specification for a Self-Propelled Lavatory Service Vehicle with Rear orFront Servicing (1262)AHM972Functional Specifications for a Ground Power Unit for Aircraft Electrical System (1265)AHM973Functional Specification for a Towed Aircraft Ground Heater (1269)AHM974Functional Specification for Aircraft Air Conditioning(Cooling)Unit (1272)AHM975Functional Specifications for Self-Propelled Aircraft De-Icing/Anti-Icing Unit (1274)AHM976Functional Specifications for an Air Start Unit (1278)AHM977Functional Specification for a Towed De-Icing/Anti-Icing Unit (1280)AHM978Functional Specification for a Towed Lavatory Service Cart (1283)AHM979Functional Specification for a Towed Boarding/De-Boarding Device for Passengers with Reduced Mobility(PRM)for Commuter-Type Aircraft (1285)AHM980Functional Specification for a Self-Propelled Petrol/Diesel Refueling Vehicle forGround Support Equipment (1287)AHM981Functional Specification for a Towed Potable Water Service Cart (1289)AHM990Guidelines for Preventative Maintenance of Aircraft Towbars (1291)AHM994Criteria for Consideration of the Investment in Ground Support Equipment (1292)AHM995Basic Unit Load Device Handling System Requirements (1296)AHM997Functional Specification for Sub-Freezing Aircraft Air Conditioning Unit (1298)Chapter10—ENVIRONMENTAL SPECIFICATIONS FOR GROUND HANDLING OPERATIONS (1301)AHM1000Chapter10—Record of Revisions (1301)AHM1001Environmental Specifications for Ground Handling Operations (1302)AHM1002Environmental Impact on the Use of Ground Support Equipment (1303)AHM1003GSE Environmental Quality Audit (1305)AHM1004Guidelines for Calculating GSE Exhaust Emissions (1307)AHM1005Guidelines for an Environmental Management System (1308)Chapter11—GROUND OPERATIONS TRAINING PROGRAM (1311)AHM1100Chapter11—Record of Revisions (1311)AHM1110Ground Operations Training Program (1312)Appendix A—References (1347)Appendix B—Glossary (1379)Alphabetical List of AHM Titles (1387)IATA Strategic Partners..............................................................................................................................SP–1。

MatchingSupplyWithDemandCachonInstructors…

MatchingSupplyWithDemandCachonInstructors…

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2010-26-EU-欧盟新排放指令

2010-26-EU-欧盟新排放指令

DIRECTIVESCOMMISSION DIRECTIVE 2010/26/EUof 31 March 2010amending Directive 97/68/EC of the European Parliament and of the Council on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery(Text with EEA relevance)THE EUROPEAN COMMISSION, Having regard to the Treaty on the Functioning of the European Union,Having regard to Directive 97/68/EC of 16 December 1997 of the European Parliament and of the Council on the approxi ­mation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery ( 1 ), and in particular Articles 14 and 14a thereof, Whereas:(1) Article 14a of Directive 97/68/EC sets out the criteria and the procedure for extending the period referred to in Article 9a(7) of that Directive. Studies carried out in accordance with Article 14a of Directive 97/68/EC show that there are substantial technical difficulties to comply with stage II requirements for professional use, multi- positional, hand-held mobile machinery in which engines of classes SH:2 and SH:3 are installed. It is therefore necessary to extend the period referred to in Article 9a(7) until 31 July 2013. (2) Since the amendment of Directive 97/68/EC in 2004, technical progress has been made in the design of diesel engines with a view to make them compliant with the exhaust emission limits for stages IIIB and IV. Electronically controlled engines, largely replacing me- chanically controlled fuel injection and control systems, have been developed. Therefore, the current general type- approval requirements in Annex I to Directive 97/68/EC should be adapted accordingly and general type-approval requirements for stages IIIB and IV should be introduced. (3) Annex II to Directive 97/68/EC specifies the technical details of the information documents that need to be submitted by the manufacturer to the type-approval authority with the application for engine type-approval. The details specified regarding the additional anti- pollution devices are generic and should be adapted to the specific after-treatment systems that need to be used to ensure that engines comply with exhaust emission limit stages IIIB and IV. More detailed information on the after-treatment devices installed on the engines should be submitted to enable type-approval authorities to assess the engine’s capability to comply with stages IIIB and IV.(4) Annex III to Directive 97/68/EC sets out the methodtesting the engines and determining their level of emissions of gaseous and particulate pollutants. The type-approval testing procedure of engines to demon ­strate compliance with the exhaust emission limits of stage IIIB and IV should ensure that the simultaneous compliance with the gaseous (carbon monoxide, hydro ­carbons, oxides of nitrogen) and the particulate emission limits is demonstrated. The non-road steady cycle (NRSC) and non-road transient cycle (NRTC) should be adapted accordingly. (5) Point 1.3.2 of Annex III to Directive 97/68/EC foreseesthe modification of the symbols (section 2.18 of Annex I), the test sequence (Annex III) and calculation equations (Appendix III to Annex III), prior to the introduction of the cold/hot composite test sequence. The type approval procedure to demonstrate compliance with the exhaust emission limits of stage IIIB and IV requires the intro ­duction of a detailed description of the cold start cycle. (6) Section 3.7.1 of Annex III to Directive 97/68/EC sets out the test cycle for the different equipment specifications. The test cycle under point 3.7.1.1 (specification A) needs to be adapted to clarify which engine speed needs to be used in the type approval calculation method. It is also necessary to adapt the reference to the updated version of the international testing standard ISO 8178-4:2007.( 1 ) OJ L 59, 27.2.1998, p. 1.(7) Section 4.5 of Annex III to Directive 97/68/EC outlines the emissions test run. This section needs to be adapted to take account of the cold start cycle. (8) Appendix 3 of Annex III to Directive 97/68/EC sets out the criteria for the data evaluation and calculation of the gaseous emissions and the particulate emissions, for both the NRSC test and the NRTC test set out in Annex III. The type approval of engines in accordance with stage IIIB and IV requires the adaptation of the calculation method for the NRTC test. (9) Annex XIII to Directive 97/68/EC sets out the provisions for engines placed on the market under a ‘flexible scheme’. To ensure a smooth implementation of stage IIIB, an increased use of this flexibility scheme may be needed. Therefore, the adaptation to technical progress to enable the introduction of stage IIIB compliant engines needs to be accompanied by measures to avoid that the use of the flexibility scheme may be hampered by notifi ­cation requirements which are no longer adapted to the introduction of such engines. The measures should aim at simplifying the notification requirements and the reporting obligations, and at making them more focused and tailored to the need for market surveillance authorities to respond to the increased use of the flexi ­bility scheme that will result from the introduction of stage IIIB. (10) Since Directive 97/68/EC provides for the type-approval of stage IIIB engines (category L) as from 1 January 2010 it is necessary to provide for the possibility to grant type approval from that date. (11) For reasons of legal certainty this Directive should enter into force as a matter of urgency. (12) The measures provided for in this Directive are in accordance with the opinion of the Committee estab ­lished in Article 15(1) of Directive 97/68/EC, HAS ADOPTED THIS DIRECTIVE: Article 1 Amendments to Directive 97/68/EC Directive 97/68/EC is amended as follows: 1. in Article 9a(7), the following subparagraph is added: ‘Notwithstanding the first subparagraph, an extension of the derogation period is granted until 31 July 2013, within the category of top handle machines, for professional use, multi- positional, hand-held hedge trimmers and top handle tree service chainsaws in which engines of classes SH:2 and SH:3 are installed.’;2. Annex I is amended in accordance with Annex I to this Directive;3. Annex II is amended in accordance with Annex II to this Directive;4. Annex III is amended in accordance with Annex III to this Directive;5. Annex V is amended in accordance to Annex IV to this Directive;6. Annex XIII is amended in accordance with Annex V to this Directive.Article 2Transitional provisionWith effect from the day following the publication of this Directive in the Official Journal, Member States may grant type-approval in respect of electronically controlled engines which comply with the requirements laid down in Annexes I, II, III, V and XIII to Directive 97/68/EC, as amended by this Directive.Article 3Transposition1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with the Directive within 12 months after the publication of the Directive. They shall forthwith communicate to the Commission the text of those provisions.They shall apply those provisions from 31 March 2011.When Member States adopt those provisions, they shall contain a reference to this Directive or be accompanied by such a reference on the occasion of their official publication. Member States shall determine how such reference is to be made.2. Member States shall communicate to the Commission the text of the main provisions of national law which they adopt in the field covered by this Directive.Article 4Entry into forceThis Directive shall enter into force on the day following its publication in the Official Journal of the European Union .Article 5AddresseesThis Directive is addressed to the Member States. Done at Brussels, 31 March 2010. For the Commission The President José Manuel BARROSOANNEX IThe following section 8 is added to Annex I to Directive 97/68/EC:IIIBIVSTAGESANDFOR‘8. TYPEAPPROVALREQUIREMENTS8.1. This section shall apply to the type-approval of electronically controlled engines, which uses electronic control todetermine both the quantity and timing of injecting fuel (hereafter “engine”). This section shall apply irrespective of the technology applied to such engines to comply with the emission limit values set out in sections 4.1.2.5 and 4.1.2.6 of this Annex.8.2. DefinitionsFor the purpose of this section, the following definitions shall apply:8.2.1. “emission control strategy” means a combination of an emission control system with one base emission controlstrategy and with one set of auxiliary emission control strategies, incorporated into the overall design of an engine or non-road mobile machinery into which the engine is installed.8.2.2. “reagent” means any consumable or non-recoverable medium required and used for the effective operation of theexhaust after-treatment system.8.3. Generalrequirements8.3.1. Requirements for base emission control strategy8.3.1.1. The base emission control strategy, activated throughout the speed and torque operating range of the engine,shall be designed as to enable the engine to comply with the provisions of this Directive8.3.1.2. Any base emission control strategy that can distinguish engine operation between a standardised type approvaltest and other operating conditions and subsequently reduce the level of emission control when not operating under conditions substantially included in the type approval procedure is prohibited.8.3.2. Requirements for auxiliary emission control strategy8.3.2.1. An auxiliary emission control strategy may be used by an engine or a non-road mobile machine, provided thatthe auxiliary emission control strategy, when activated, modifies the base emission control strategy in response toa specific set of ambient and/or operating conditions but does not permanently reduce the effectiveness of theemission control system:(a) where the auxiliary emission control strategy is activated during the type approval test, sections 8.3.2.2 and8.3.2.3 shall not apply;(b) where the auxiliary emission control strategy is not activated during the type approval test, it must bedemonstrated that the auxiliary emission control strategy is active only for as long as required for thepurposes identified in section 8.3.2.3.8.3.2.2. The control conditions applicable to this section are all of the following:(a) an altitude not exceeding 1 000 metres (or equivalent atmospheric pressure of 90 kPa);(b) an ambient temperature within the range 275 K to 303 K (2 °C to 30 °C);(c) the engine coolant temperature above 343 K (70 °C).Where the auxiliary emission control strategy is activated when the engine is operating within the control conditions set out in points (a), (b) and (c), the strategy shall only be activated exceptionally.8.3.2.3. An auxiliary emission control strategy may be activated in particular for the following purposes:(a) by onboard signals, for protecting the engine (including air-handling device protection) and/or non-roadmobile machine into which the engine is installed from damage;(b) for operational safety and strategies;(c) for prevention of excessive emissions, during cold start or warming-up, during shut-down;(d) if used to trade-off the control of one regulated pollutant under specific ambient or operating conditions, formaintaining control of all other regulated pollutants, within the emission limit values that are appropriate forthe engine concerned. The purpose is to compensate for naturally occurring phenomena in a manner thatprovides acceptable control of all emission constituents.8.3.2.4. The manufacturer shall demonstrate to the technical service at the time of the type-approval test that theoperation of any auxiliary emission strategy complies with the provisions of section 8.3.2. The demonstration shall consist of an evaluation of the documentation referred to in section 8.3.3.8.3.2.5. Any operation of an auxiliary emission control strategy not compliant with section 8.3.2 is prohibited.8.3.3. Documentation requirements8.3.3.1. The manufacturer shall provide an information folder accompanying the application for type-approval at thetime of submission to the technical service, which ensures access to any element of design and emission control strategy and the means by which the auxiliary strategy directly or indirectly controls the output variables. The information folder shall be made available in two parts:(a) the documentation package, annexed to the application for type-approval, shall include a full overview of theemission control strategy. Evidence shall be provided that all outputs permitted by a matrix, obtained fromthe range of control of the individual unit inputs, have been identified. This evidence shall be attached to theinformation folder as referred to in Annex II;(b) the additional material, presented to the technical service but not annexed to the application for type-approval, shall include all the modified parameters by any auxiliary emission control strategy and theboundary conditions under which this strategy operates and in particular:(i) a description of the control logic and of timing strategies and switch points, during all modes ofoperation for the fuel and other essential systems, resulting in effective emissions control (such asexhaust gas recirculation system (EGR) or reagent dosing);(ii) a justification for the use of any auxiliary emission control strategy applied to the engine, accompanied by material and test data, demonstrating the effect on exhaust emissions. This justification may be basedon test data, sound engineering analysis, or a combination of both;(iii) a detailed description of algorithms or sensors (where applicable) used for identifying, analysing, or diagnosing incorrect operation of the NO x control system;(iv) the tolerance used to satisfy the requirements in section 8.4.7.2, regardless of the used means.8.3.3.2. The additional material referred to in point (b) of section 8.3.3.1 shall be treated as strictly confidential. It shallbe made available to the type-approval authority on request. The type-approval authority shall treat this material as confidential.ofoperationNO x control measures8.4. Requirementstoensurecorrect8.4.1. The manufacturer shall provide information that fully describes the functional operational characteristics of theNO x control measures using the documents set out in section 2 of Appendix 1 to Annex II and in section 2 of Appendix 3 to Annex II.8.4.2. If the emission control system requires a reagent, the characteristics of that reagent, including the type of reagent,information on concentration when the reagent is in solution, operational temperature conditions and reference to international standards for composition and quality must be specified by the manufacturer, in section 2.2.1.13 of Appendix 1 and in section 2.2.1.13 of Appendix 3 to Annex II.8.4.3. The engine emission control strategy shall be operational under all environmental conditions regularly pertainingin the territory of the Community, especially at low ambient temperatures.8.4.4. The manufacturer shall demonstrate that the emission of ammonia during the applicable emission test cycle ofthe type approval procedure, when a reagent is used, does not exceed a mean value of 25 ppm.8.4.5. If separate reagent containers are installed on or connected to a non-road mobile machine, means for taking asample of the reagent inside the containers must be included. The sampling point must be easily accessible without requiring the use of any specialised tool or device.8.4.6. Use and maintenance requirements8.4.6.1. The type approval shall be made conditional, in accordance with Article 4(3), upon providing to each operator ofnon-road mobile machinery written instructions comprising the following:(a) detailed warnings, explaining possible malfunctions generated by incorrect operation, use or maintenance ofthe installed engine, accompanied by respective rectification measures;(b) detailed warnings on the incorrect use of the machine resulting in possible malfunctions of the engine,accompanied by respective rectification measures;(c) information on the correct use of the reagent, accompanied by an instruction on refilling the reagentbetween normal maintenance intervals;(d) a clear warning, that the type-approval certificate, issued for the type of engine concerned, is valid only whenall of the following conditions are met:(i) the engine is operated, used and maintained in accordance with the instructions provided;(ii) prompt action has been taken for rectifying incorrect operation, use or maintenance in accordance with the rectification measures indicated by the warnings referred to in point (a) and (b);(iii) no deliberate misuse of the engine has taken place, in particular deactivating or not maintaining an EGR or reagent dosing system.The instructions shall be written in a clear and non-technical manner using the same language as is used in the operator’s manual on non-road mobile machinery or engine.8.4.7. Reagent control (where applicable)8.4.7.1. The type approval shall be made conditional, in accordance with the provisions of section 3 of Article 4, uponproviding indicators or other appropriate means, according to the configuration of the non-road mobile machinery, informing the operator on:(a) the amount of reagent remaining in the reagent storage container and by an additional specific signal, whenthe remaining reagent is less than 10 % of the full container’s capacity;(b) when the reagent container becomes empty, or almost empty;(c) when the reagent in the storage tank does not comply with the characteristics declared and recorded insection 2.2.1.13 of Appendix 1 and section 2.2.1.13 of Appendix 3 to Annex II, according to the installedmeans of assessment.(d) when the dosing activity of the reagent is interrupted, in cases other than those executed by the engine ECUor the dosing controller, reacting to engine operating conditions where the dosing is not required, providedthat these operating conditions are made available to the type approval authority.8.4.7.2. By the choice of the manufacturer the requirements of reagent compliance with the declared characteristics andthe associated NO x emission tolerance shall be satisfied by one of the following means:(a) direct means, such as the use of a reagent quality sensor.(b) indirect means, such as the use of a NO x sensor in the exhaust to evaluate reagent effectiveness.(c) any other means, provided that its efficacy is at least equal to the one resulting by the use of the means ofpoints (a) or (b) and the main requirements of this section are maintained.’ANNEX IIAnnex II to Directive 97/68/EC is amended as follows:1. Section 2 of Appendix 1 is replaced by the following:POLLUTIONAIRAGAINSTTAKEN‘2. MEASURESyes/no(*)............................................................................................................gases:recyclingcrankcase2.1. Deviceforcoverednotbyheading)ifanother(ifanti-pollutiondevices2.2. Additionalandany,(*)yes/noconverter:2.2.1. Catalytic.......................................................................................................................................................................................2.2.1.1. Make(s):........................................................................................................................................................................................2.2.1.2. Type(s):converterselements................................................................................................................andcatalytic2.2.1.3. Numberofconverter(s):...............................................................................................thecatalyticofandvolume2.2.1.4. Dimensions-........................................................................................................................................................action:ofcatalytic2.2.1.5. Typeprecious........................................................................................................................................metals:of2.2.1.6. Totalchargeconcentration:...........................................................................................................................................................2.2.1.7. Relative.....................................................................................................................................material):and2.2.1.8. Substrate(structure...............................................................................................................................................................................2.2.1.9. Celldensity:2.2.1.10. Type of casing for the catalytic converter(s): .................................................................................................................2.2.1.11. Location of the catalytic converter(s) (place(s) and maximum/minimum distance(s) from engine): ............2.2.1.12. Normal operating range (K): ................................................................................................................................................2.2.1.13. Consumable reagent (where appropriate): .......................................................................................................................2.2.1.13.1. Type and concentration of reagent needed for catalytic action: .............................................................................2.2.1.13.2. Normal operational temperature range of reagent: ......................................................................................................2.2.1.13.3. International standard (where appropriate): ....................................................................................................................2.2.1.14. NO x sensor: yes/no (*)(*)yes/nosensor:2.2.2. Oxygen.......................................................................................................................................................................................2.2.2.1. Make(s):............................................................................................................................................................................................2.2.2.2. Type:.....................................................................................................................................................................................2.2.2.3. Location:(*)yes/noinjection:2.2.3. Airetc.):.........................................................................................................................................pump,2.2.3.1. Type(pulseair,air(*)yes/no2.2.4. EGR:etc.):pressure,........................................................................2.2.4.1. Characteristicspressure/low(cooled/uncooled,high(*)yes/no2.2.5. Particulatetrap:particulate.........................................................................................................thetrap:capacityof2.2.5.1. Dimensionsandparticulatetrap:.........................................................................................................................theandof2.2.5.2. Typedesignengine):..................................................................fromdistance(s)2.2.5.3. Locationand(place(s)maximum/minimumdescriptionand/ordrawing:regeneration,............................................................................ofor2.2.5.4. Methodsystempressure(kPa)and..................................................................................range:2.2.5.5. Normal(K)operatingtemperature(*)yes/nosystems:2.2.6. Otheroperation:...................................................................................................................................................and2.2.6.1. Description___________(*) Strike out what does not apply.’2. Section 2 of Appendix 3 is replaced by the following:POLLUTIONAGAINSTAIRTAKEN‘2. MEASURESyes/no(*)............................................................................................................gases:crankcase2.1. Deviceforrecyclingcoverednotbyheading)ifanotherany,anti-pollutiondevices(ifand2.2. Additional(*)yes/noconverter:2.2.1. Catalytic.......................................................................................................................................................................................2.2.1.1. Make(s):........................................................................................................................................................................................2.2.1.2. Type(s):and................................................................................................................converterselementscatalyticof2.2.1.3. Numberconverter(s):...............................................................................................thecatalyticofandvolume2.2.1.4. Dimensions-........................................................................................................................................................action:ofcatalytic2.2.1.5. Typeprecious........................................................................................................................................metals:of2.2.1.6. Totalchargeconcentration:...........................................................................................................................................................2.2.1.7. Relative.....................................................................................................................................material):and2.2.1.8. Substrate(structure...............................................................................................................................................................................2.2.1.9. Celldensity:2.2.1.10. Type of casing for the catalytic converter(s): .................................................................................................................2.2.1.11. Location of the catalytic converter(s) (place(s) and maximum/minimum distance(s) from engine): ............2.2.1.12. Normal operating range (K) .................................................................................................................................................2.2.1.13. Consumable reagent (where appropriate): .......................................................................................................................2.2.1.13.1. Type and concentration of reagent needed for catalytic action: .............................................................................2.2.1.13.2. Normal operational temperature range of reagent: ......................................................................................................2.2.1.13.3. International standard (where appropriate): ....................................................................................................................2.2.1.14. NO x sensor: yes/no (*)yes/no(*)sensor:2.2.2. Oxygen.......................................................................................................................................................................................2.2.2.1. Make(s):............................................................................................................................................................................................2.2.2.2. Type:.....................................................................................................................................................................................2.2.2.3. Location:(*)yes/noinjection:2.2.3. Airetc.):.........................................................................................................................................pump,2.2.3.1. Type(pulseair,air(*)yes/no2.2.4. EGR:etc.):pressure,........................................................................2.2.4.1. Characteristicspressure/low(cooled/uncooled,high(*)yes/no2.2.5. Particulatetrap:particulate.........................................................................................................thetrap:capacityof2.2.5.1. Dimensionsandparticulatetrap:.........................................................................................................................theandof2.2.5.2. Typedesignengine):..................................................................fromdistance(s)2.2.5.3. Locationand(place(s)maximum/minimumdescriptionand/ordrawing:regeneration,............................................................................ofor2.2.5.4. Methodsystempressure(kPa)and..................................................................................range:2.2.5.5. Normal(K)operatingtemperature(*)yes/nosystems:2.2.6. Otheroperation:...................................................................................................................................................and2.2.6.1. Description___________(*) Strike out what does not apply.’。

Cooper Industries Inc. Crouse-Hinds Division IF 15

Cooper Industries Inc. Crouse-Hinds Division IF 15

Cooper Industries Inc.Crouse-Hinds DivisionIF 1540PO Box 4999, Syracuse, New York 13221 • U.S.A.Revised 11/08Copyright© 2007, Cooper Industries, Inc.Page 1Installation Instructions for UX EXIT Series - HAZLED, Self-Powered, Self-Diagnostic Battery BackupIF 1540WARNINGTo avoid electrical shock:WARNINGWARNINGWALL MOUNT -Exit StencilPry NotchShieldSnap-Out Chevrons(2) Screws (Supplied By Others)Frame/Mounting BaseBack GasketFigure 2Hub- 1/2 NPT conduit Sealing GasketKnockout at desired location Conduit bushed nippleThis fixture is provided with maximum of three sets of knockouts for alternate mounting orientation. There are three alternative mounting orientations:●Wall mount ●Ceiling mount ●End mountJunction box is used for mounting only. All wires must be routed through e standard wire 18 - 16 AWG or Solid wire 18 - 17 AWGTo mount on a wall:(see Figure 2)1. Remove exit stencil assembly from frame by prying up on the notches along the edge.2. Remove knockout for CONDUIT HUB at the desired location, with hammer and screwdriver, or drill out with 7/8” diameter hole saw.3. Knock out the appropriate mounting pattern on the MOUNTING BASE for the J-box being used. Also, the (2) 3/8” diameter mounting holes are to be utilized for installation and proper seal of the BACK GASKET. Remove backing from gasket during gasket installation.4. Install conduit hub and sealing gasket that comes with the fixture. See Figure 15. Complete the conduit installation with approved 1/2” CONDUIT and e 1/2” liquid tight fittings for sealing against moisture.6. Connect power supply in accordance with Local Codes and the NEC Code for Class I, Div. 2 Hazardous Location. All wires must be routed through conduit.Cooper Industries Inc.IF 1540Crouse-Hinds DivisionRevised 11/08PO Box 4999, Syracuse, New York 13221 • U.S.A.Page 2Copyright© 2007, Cooper Industries, Inc.To mount on a ceiling or end mount:(see Figure 3 & 4)1. Remove exit stencil assembly from frame by prying up on the notches along the edge (See Figure 1)2. Knockout: Remove knockout with hammer and screwdriver, or drill out with 7/8” hole saw.a. For Canopy: Ceiling mounting : remove Top knockout as shown in Figure 3. End mounting : remove knockout on left or right of the fixture as shown in Figure 4.b. Conduit Hub: Ceiling mounting : remove left or right knockout as desires Figure 3. End mounting remove top or unused side knockout as desired Figure 4.3. Remove the inner GASKET for use with the CANOPY and the JUNCTION BOX BRACKET. Remove backing from gasket. Attach the GASKET and mount the BRACKET and CANOPY to the J-box with (4) screws. Mount the FRAME securely to the CANOPY with (2) screws 1/4” - 20 UNC x 1” long and WASHER.4. Install conduit hub and sealing gasket that comes with the fixture. (see Figure 1)5. Complete the conduit installation with approved 1/2” CONDUIT and FITTINGS. Use 1/2” liquid tight fittings for sealing against moisture.6. Connect power supply in accordance with Local Codes and the NEC Code for Class I, Div. 2 Hazardous Location. All wires must be routed through conduit.Wire connections as follows: 120V line to black lead, neutral to white lead. Cap unused wires.1. Insert the wires into appropriate PUSH IN connector located on the TRANSFORMER in the EXIT STENCIL .2. Route the wires neatly around the EXIT STENCIL wire retaining clips. Push and snap-in the EXIT STENCIL into the FRAME . Check installation by checking the EXIT STENCIL ensuring that it is flush mounted onto the FRAME and that the wires are routed properly around the EXIT STENCIL . 3. Check the “O” RING in the FRAME , ensuring it is clean from dirt. Mount the SHIELD onto the FRAME . With the SCREWS and “O” RINGS provided, check to see that one “O” RING is under the SCREW HEAD and one “O” RING is holding the screw inside of the SHIELD . Tighten the SCREWS on the SHIELD securely, do not over tighten. Push down on the sheild to ensure the are sealed properly against the FRAME “O” RING .4. Energize the AC supply, LED display will illuminate.CEILING MOUNTGasketBracket Canopy"O" Ring Screw(2) Screws - Washes 1/4"-20UNC x 1"LGGreen Ground Screw7/8 Dia. Knockouts on inside top, left & right side locations.Figure 3(2) Screws Supplied By Others(2) Screws - Washes 1/4"-20UNC x 1" LGGreen Ground ScrewGasketGasketEND MOUNTFigure 4GasketCanopyBracketCooper Industries Inc.IF 1540Crouse-Hinds DivisionRevised 11/08PO Box 4999, Syracuse, New York 13221 • U.S.A.Page 2Copyright© 2007, Cooper Industries, Inc.Risque d’incendie/de choc electrique. Contacter Risk of Fire/Electric shock. If not qualified,TO PREVENT FIRE OR EXPLOSION。

Potential use of a ciliate,vorticella microstoma,surviving in lead containing industrial effluents

Potential use of a ciliate,vorticella microstoma,surviving in lead containing industrial effluents

260
A. REHMAN ETபைடு நூலகம்AL.
these organisms. A number of authors have already emphasized the role of protozoa in wastewater treatment plants (Fernandez-Leborans et al., 1998; Shakoori et al., 2004; Rehman et al., 2005, 2006). MATERIALS AND METHODS Sample collection Wastewater samples from a tannery effluent were collected from Kasur in screw capped sterile bottles. The pH and temperature of these samples were also recorded at the time of collection. The samples were inoculated in Bold-basal salt medium in 100 ml conical flasks (Haq et al., 1998). A large number of bacteria, yeast, algae, and various protozoa were present in the original wastewater sample. Isolation and culturing of protozoan For isolation of protozoa, antibiotics, i.e. ampicillin (25 µg/ml), chloramphenicol (35 µg/ml) and gentamicin (25 µg/ml), were used to prevent growth of bacteria. Algae were excluded by keeping the culture in semidarkness. Yeast was excluded by absence of any organic substance in the medium. Culture was plated to YEPD medium and no growth appeared on the fungal medium. Axenic culture of protozoa was made according to Shakoori et al. (2004). One hundred milliliters of Bold-basal salt medium, in 250 mL conical flasks, was inoculated under aseptic conditions with 10µL of inoculum containing 40-50 ciliates. The cultures were maintained in the laboratory for one week at room temperature (25-27°C). The growth of Vorticella was observed in the cultures by counting the number of ciliates at regular intervals. Determination of growth curves in different media The growth curves of Vorticella were determined in different media i.e. LB (2 % (w/v) proteose peptone and 0.1% Bacto yeast extract), molasses medium (1% aqueous solution of molasses), wheat and rice grain medium (1 boiled rice and wheat grain in 10mL of distilled water) and Bold-basal salt medium [NaNO3 (0.25g/l), CaCl.2.H2O (0.025g/l), MgSO4.7H2O (0.075g/l), K2HPO4 (0.075g/l), KH2PO4 (0.175g/l), NaCl (0.025g/l), EDTA (0.05g/l), KOH (0.031g/l), FeSO4 .7H2O (0.04g/l), H2SO4 (0.001,L/l), H3BO3

汽车专业英语教程多媒体教学课件Unit 7 section 2

汽车专业英语教程多媒体教学课件Unit 7 section 2

11 10
9 8 7
6 5 4
3 2 1
1—Oil Strainer;机油集滤器 2—Oil Dipsti1c2k;机油尺 3—Oil P1a3n;油底壳 4—Turbocharger;涡轮增压器 5—Waste Gate;废气旁通阀 6—to Exhaust Manifold;到排 气歧管 7—Intake Man1if4old;进气歧管 8—Valve;气门 9—Injector;喷1油5 器 10—Cylinder Head Cover;缸 盖罩 11—Camshaft;16凸轮轴
Section 2 Engine Fuel System 发动机燃油系统
The fuel system is critical to operation of engine . The fuel system
has the job of supplying a combu-
stible mix-ture of air and fuel to the engine.All auto-mobile have some forms of fuel supply system.There
化油器系统的主要 区别在于,燃油进 入进气歧管测量采 用几个燃料喷射器。 现代汽油喷射系统 使用计算机和传感 器,以确定不同的 发动机工况所需的 燃油量,计算机和 传感器读节气门位 置、发动机进气温 度、发动机冷却液 温度、排气管中氧 的浓度及其他重要 的指标(参见图78)。图7-9所示为 一共轨喷射柴油机。
Second,it must be able to move the
fuel from the fuel tank to the engine. Third,it must mix the fuel with

FORCE

FORCE

FORCE®KRAKEN TROLLING MOTORINSTALLATION INSTRUCTIONSGetting Startedimportant information.Failure to install this device according to these instructions could result in personal injury, damage to the vessel or device, or poor product performance.Failure to follow these warnings, cautions, and notices could result in personal injury, damage to the vessel or device, or poor product performance.Do not run the motor when the propeller is out of the water. Contact with the rotating propeller may result in severe injury.Do not use the motor in areas where you or other people in the water may come into contact with the rotating propeller.Always disconnect the motor from the battery before cleaning or servicing the propeller to avoid injury.installation by a qualified marine installer is recommended.To avoid possible personal injury, always wear safety goggles, ear protection, and a dust mask when drilling, cutting, or sanding.When stowing or deploying the motor, be aware of the risk of entrapment or pinching from moving parts, which can result in injury.When stowing or deploying the motor, be aware of slick surfaces around the motor. Slipping when stowing or deploying the motor may result in injury.NOTICEWhen drilling or cutting, always check what is on the opposite side of the surface to avoid damaging the vessel. Tools and Supplies Needed•Drill and a 5/16 in. (8 mm) drill bit•#2 Phillips screwdriver•4 mm hex bit or wrench•9/16 in. (14 mm) socket•Torque wrench•Circuit breaker rated for continuous 60 A•Trolling motor plug and receptacle rated for 60 A or greater (optional)•6, 4, or 2 AWG (16, 25, or 35 mm2) wire for extended runs of the power cable•Solder and heat-shrink tubing, if extending the power cable•Stainless steel pan head 1/4-20 (M6x1) bolts (if the included bolts are not long enough to mount the motor to the deck)TA-2019/5244TA-2019/5242TA-2019/5243Installation Preparation Device OverviewWhen selecting a mounting location, observe these considerations.•You must install the motor on the bow of your boat.•You should install the mount so the deployed motor is as close to the centerline of the boat as possible.•You must install the mount with the top of the cutout overhanging the gunwale of the boat. The U shape should extend over the side of the boat.•The motor secures to the deck of the boat using bolts, so you must have room to secure the mount from the underside using washers and nuts.•The motor must have clearance to move from the deployed to the stowed position and back again, so the installation location must be clear of obstacles.•Verify that the deck is strong enough for the weight and force of the trolling motor. Use a backing plate or reinforce the boat if needed.When making the wiring connections, observe the following considerations.•You must connect the trolling motor to a 24 or 36 Vdc battery bank capable of supplying 60 A continuously.•You must connect to the power source through a circuit breaker rated for continuous 60 A (not included).•If necessary, you can extend the power cable using the appropriate wire gauge based on the length of the extension (Power Cable Extension, page 7).•For convenience, you can install a trolling motor plug and receptacle rated for 60 A or greater (not included) in the bulkhead to make it easier to disconnect the motor from the power source.Installation ProceduresWhen assembling the motor, you must use hand tools to install all of the parts, observing the torque specifications when provided. Using power tools to assemble the motor may damage the components, and voids the warranty.Installing the Motor on the DeckNOTE: If the supplied bolts are not long enough for the mounting surface, you must obtain the appropriate length stainless steel pan head 1/4 in. -20 (M6x1) bolts.1Select a mounting location on the bow of your boat, according to the mounting considerations.2Place the included mounting template on the mounting location with the mount on the template overhanging the gunwale or the edge of the boat deck.3Mark the mounting hole locations on the boat deck.4Using a 5/16 in. (8 mm) drill bit, drill the mounting holes.5Place the motor on the boat deck, aligning the holes on the mount with the mounting holes.6Secure the mount to the deck using the included bolts , washers , and locking nuts in the two holes closest to the gunwale or edge of the boat deck.7Adjust the depth stop so that the motor can deploy without hitting the ground.8Press the release , slide the propeller drive motor head out , and gently pivot the trolling motor into the deployed position .9Secure the mount to the deck using the included bolts , washers , and locking nuts in the remaining holes.10Tighten the nuts to a torque of 10.85 N-m (8 lbf-ft.).NOTE: Most models come fully assembled. This procedure is only required for the 90-inch Force Kraken Trolling Motor.Using a 4 mm hex bit or wrench, secure the nose cone to the front of the propeller drive motor using the two included screws, ensuring the tab is on the bottom.Installing the SkegNOTE: Most models come fully assembled. This procedure is only required for the 90-inch Force Kraken Trolling Motor.Using a 4 mm hex bit or wrench, secure the skeg to the propeller drive motor using the four included screws, ensuring the longer end of the skeg faces the propeller side.1Insert the pin through the propeller motor shaft .2If necessary, rotate the motor shaft to orient the pin horizontally so it is less likely to fall out during installation.3Align the channel on the inside of the propeller with the pin, and slide the propeller onto the motor shaft. 4Place the anode , washer , lock washer , and nut onto the end of the motor shaft.5Using a 9/16 in. (14 mm) socket, tighten the lock nut to 6 lbf-ft (8.13 N-m) to secure the propeller. Connecting to Powerconnect the power cables from the trolling motor.1Route the power cable to the breaker panel or the location where you plan to install the breaker.2If necessary, extend the power cable using the appropriate wire gauge based on the length of the extension (Power Cable Extension, page 7) using solder and heat-shrink tubing.3Install a trolling motor plug and receptacle rated for 60 A or greater where the power cable enters a bulkhead (optional).4Connect the power cable to a circuit breaker rated for 60 A (continuous).5If necessary, connect the circuit breaker to a 60 A, 24 or 36 Vdc power source.Power Cable ExtensionYou can extend the power cable using the appropriate gauge of wire based on the length of the extension.NOTICEPower cable extensions must use single-conductor wire, with a minimum 75°C (167°F) insulation, that is not bundled, not sheathed, and not run through conduit. If you are using wire with 105°C (221°F) insulation or better, you can bundle up to three conductors inside a sheath or conduit outside of engine spaces.When installing the power cable extension, you must follow industry standards and best practices.Connecting the Transducer to a ChartplotterSelect Force Kraken Trolling Motor models include a built-in transducer. If your model does not include a transducer, you must install one before you can connect it to a compatible chartplotter.The built-in 12-pin transducer is compatible with select Garmin® chartplotter models. Go to or contact your Garmin dealer for more information.1Route the transducer cable to the installed chartplotter. If necessary, connect the included extension cable ora longer extension cable.2Install the locking collar on the end of the transducer cable.3Connect the transducer cable to the transducer port on the back of the chartplotter.You can refer to the instructions provided with your chartplotter to identify the transducer port. Stabilizer InstallationThe stabilizer is an optional accessory that can help stabilize and provide additional support for the trolling motor when it is in the stowed position.NOTE: A stabilizer is only included with the Force Kraken Trolling Motor 90" model.Installation instructions for the stabilizer are provided in the stabilizer box.Remote Control InstallationThe remote control connects to the trolling motor wirelessly and is paired at the factory.Operation instructions are included in the Force Kraken Trolling Motor Quick Start Manual. Maintenance Needs and ScheduleAfter using the motor in salt water or brackish water, you must rinse off the entire motor with fresh water, and apply a water-based silicone spray using a soft cloth. You should avoid spraying jets of water at the cap on the top of the shaft when rinsing the motor.To maintain your warranty, you must perform a series of routine maintenance tasks as you prepare your motor for the season. If you use or transport the motor in dry, dusty environments (traveling on gravel roads, for example) you should perform these tasks more often during the season.For detailed procedures and information on service and replacement parts, go to /manuals/kraken _trolling_motor to download the Force Kraken Trolling Motor Maintenance Manual.•Examine the coil cable for wear, and replace it as necessary.•Check and clean the power cables .•Lubricate the hinge with marine grade grease.•Clean and lubricate the stow and deploy latch pedal and latch bar.•Clean or replace the anodes in the propeller drive motor. Motor InformationStowed DimensionsDeployed DimensionsContacting Garmin Support•Go to for help and information, such as product manuals, frequently asked questions, videos, and customer support.•In the USA, call 913-397-8200 or 1-800-800-1020.•In the UK, call 0808 238 0000.•In Europe, call +44 (0) 870 850 1241.SpecificationsTrolling Motor1 The part withstands projected water exposure from any direction (such as rain).2 The part withstands incidental immersion in water up to 1 m deep for up to 30 min.3 The part withstands continuous immersion in water up to 3 m deep.Remote Control联系信息制造厂商 : 台湾国际航电股份有限公司销售厂商 : 上海佳明航电企业管理有限公司联络地址 : 上海市徐汇区桂平路 391 号 ( 新漕河泾国际商务中心 A 座 37 层 )电话*************客服专线 : 400-819-1899連絡地址製造銷售:台灣國際航電股份有限公司聯絡地址:新北市汐止區樟樹二路68號電 話:(02)2642-8999客服專線:(02)2642-9199中国微功率无线电发射设备合规一 ) 工作于 2400–2483.5 MHz 频段的 ANT 技术无线遥控设备 , 使用频率 : 2400–2483.5 MHz, 发射功率限值 : ≤20 dBm(e.i.r.p), 频率容限 : ≤ 20 ppm二)不得擅自改变使用场景或使用条件、扩大发射频率范围、加大发射功率(包括额外加装射频功率放大器),不得擅自更改发射天线;三)不得对其他合法的无线电台(站)产生有害干扰,也不得提出免受有害干扰保护;四)应当承受辐射射频能量的工业、科学及医疗( ISM )应用设备的干扰或其他合法的无线电台(站)干扰;五)如对其他合法的无线电台(站)产生有害干扰时,应立即停止使用,并采取措施消除干扰后方可继续使用;六)在航空器内和依据法律法规、国家有关规定、标准划设的射电天文台、气象雷达站、卫星地球站(含测控、测距、接收、导航站)等军民用无线电台(站)、机场等的电磁环境保护区域内使用微功率设备,应当遵守电磁环境保护及相关行业主管部门的规定;七)禁止在以机场跑道中心点为圆心、半径 5000 米的区域内使用各类模型遥控器;八)微功率设备使用时温度 -5–40℃直流电压 20–45 Vdc 。

SIRE2.0问题库1.0中文版第8章第8.3.24节

SIRE2.0问题库1.0中文版第8章第8.3.24节

8.3.24船长和高级船员是否熟悉管理货物歧管处货物和蒸汽连接的公司程序?歧管布置是否状况良好?问题主题货物歧管布置船舶类型油轮、化学品船重组船舶检查问卷顺序货物歧管出版物国际海事组织:《国际安全管理规则》油公司国际海事论坛/国际航运公会:《国际油轮和终端安全指南》第六版国际海事组织:《国际散装运输危险化学品船舶构造和设备规则》国际航运公会:《液货船安全指南》(化学品)—第五版油公司国际海事论坛/化学品配送协会:《油类和化学品液货船歧管及相关设备推荐》目标确保整个货物传输操作期间始终妥善连接并监视货物和蒸汽歧管。

行业指南油公司国际海事论坛/国际航运公会:《国际油轮和终端安全指南》第六版9.9.1歧管平台有时此平台高度超过2米且可能没有边缘保护。

如果安装了边缘保护,可以临时移开以允许管路连接。

高空坠落风险意味着需要采取足够的安全预防措施。

18.1.8连接和拆接海上输油臂时的预防措施如果安装了无固定或可移动保护措施的高架歧管平台,则对该区域应妥善识别,并设置防坠落警告标志。

11.7船尾装载和卸载布置使用船尾歧管用于货物传输操作会引入额外危险和操作问题。

程序应进行以下说明:●应清晰标记自歧管进出口阀至少延伸3米的危险区域。

在整个货物操作期间,未经授权人员禁止进入此区域。

●消除来自于住所开口和电子设备的潜在着火源。

封闭处所的进气口和门应保持关闭。

12.1.14.3管线排放……应避免排放任何来自于海上输油臂或软管中的产品至开敞的滴液托盘内。

便携式或固定式滴液托盘里的物质应转移至污油舱或其他安全容器中。

18.1.2歧管上的受力如果使用支架或支柱,它们应以直接落在甲板或某些其他牢固支撑物上的方式固定。

它们决不应设置在不能够或不适合支撑其负荷的固定装置或配件上。

18.2货物软管18.2.10搬运、吊起和悬置应配备吊带和托架。

不允许使用钢丝直接接触软管表面。

应使用认证的吊带。

它们的位置应设于不致使软管自行折叠的位置(应避免软管尖锐扭结)。

SHI Cryopump Product Catalogue说明书

SHI Cryopump Product Catalogue说明书

Sumitomo Heavy Industries, Ltd. (SHI) has a tradition of excellence and innovation that spans over 400 years. From its very beginning as a small shop selling medicines and books in Kyoto, Japan in the early 17th century, to its current status as a diverse, $6 billion corporation, SHI has continued to grow and flourish in an ever-changing international market.SHI’s acquisition of IGC-APD Cryogenics, Inc. in 2002 brought together two of the world’s leading cryogenic companies to form the SHI Cryogenics Group, with an unsurpassed tradition of design, development and success in the manufac-ture of cryogenic equipment.SHI Cryopumps continue this tradition by supporting both global research & development as well as state-of-the-art technologies. Today, applications of cryogenic technologies can be found in our daily lives. SHI Cryopumps are used directly or in the manufacturing of many of the world’s semiconductor, telecommunications, electronics, vacuum-coat-ed, and custom laboratory equipment and products.SHI offers a wide range of Cryopump products. Marathon® CP Series Cryopumps are offered with stan-dard and low profile enclosures, several flange options and manual and automatic features. They can be serviced in-situ without breaking vacuum or removing the pump from the chamber.The SICERA® Cryopump uses SHI proprietary inverter technology to reduce customerenergy costs. The resulting savings and increased production efficiency makeSICERA® ideal for semiconductor-related manufacturing.SHI Cryopumps are built in world-class manufacturing facilities us-ing Six Sigma manufacturing processes and process capabilitiesand analysis. The result is a product portfolio that offersflexibility, high reliability and is supported by aglobal sales, service and supportnetwork.Cryopump ModelMarathon® CP SICERA®CP-8CP-8LP CP-250LP CP-12CP-16CP-20KZ-8L KZ-12LAir (liters/second)1,5001,8003,0003,6004,8009,7001,5003,300 Water (liters/second)4,2004,2006,3009,56017,30029,1004,0009,500 Argon (liters/second)1,2501,5002,5003,1004,1008,3001,2003,500 Hydrogen (liters/second)2,3003,0005,0007,30012,00014,0002,2005,500 Argon Throughput (torr liters/second)11.011.011.012.611.411.38.811.3 Argon Capacity (standard liters)1,2001,6001,6002,0005,5006,0001,0002,000 Hydrogen Capacity (standard liters)2523305050331235 Crossover Rating (torr-liters)220220300650500400150150Weight35 lbs.(16.8 kg)39.5 lbs.(17.9 kg)44 lbs.(20 kg)90 lbs.(41 kg)110 lbs.(50 kg)170 lbs.(77 kg)70.6 lbs.(32 kg)88.2 lbs.(40 kg)Zephyr®•••HC-4E1•••Masatomo Sumitomo, founder of the Sumitomo family, opens a shopdealing in medicines and books in Kyoto, Japan17th Century Discovery of Besshi Copper Mine—Sumitomo receives exclusivemining rights1690Precursor to Sumitomo Heavy Industries, Ltd. established as amachinery production and repair facility at the Besshi Mine Plant1888Establishment of Sumitomo Machinery Works, Ltd.19341959Precursor to APD Cryogenics established as Space and MissileDepartment of Air Products in Allentown, Pennsylvania, USASumitomo establishes its cryogenics business at the Hiratsuka Research Laboratory in Hiratsuka City, near Tokyo. 1962Renamed the Advanced Product Development Department of AirProducts1968Introduces Displex ® cryocooler systems Merger between Sumitomo Machinery and Uraga Heavy Industriesresults in the establishment of Sumitomo Heavy Industries, Ltd.19691976Pioneers current generation cryopump technologyMerger with Nittoku Metal Industries results in the establishment of the1982APPLICATIONSSHI’s Cryopump systems are specifically designed to meet the needs of high vacuum processes, and are used in the manufacture of a variety of products. Typical applications for cryopumps include:Performance Specifications Performance Specifications Available Configurations• ANSI 6”, ISO 200 or CF 10” FlangeOptions• Standard Manual Operation• Optional Fully-Automated Operationwith Marathon ® Cryopump Controller• Two (2) cryopumps operating with one(1) HC-8E4 or F-70L/H Compressor• Displex ® Technology Standard Scope of Supply • CP-8 Cryopump • Zephyr ®, HC-4E1, HC-8E4 or F-70L/H Compressor • 10’ Flexible Gas Lines • 10’ Cold Head Cable • Tool Kit Available Configurations• Standard Low Profile Design in Left orRight Hand Configurations• ANSI 6”, ISO 200 or CF 10” FlangeOptions• Standard Manual Operation• Optional Fully-Automated Operationwith Marathon ® Cryopump Controller• Two (2) cryopumps operating with one(1) HC-8E4 or F-70L/H Compressor• Displex ® Technology Standard Scope of Supply • CP-8LP Cryopump • Zephyr ®, HC-4E1, HC-8E4 or F-70L/H Compressor • 10’ Flexible Gas Lines • 10’ Cold Head CablePerformance Specifications Performance Specifications Available Configurations• Standard Low Profile Design in Left orRight Hand Configurations• ISO 250 Flange• Standard Manual Operation• Optional Fully-Automated Operationwith Marathon ® Cryopump Controller• Two (2) cryopumps operating with one(1) HC-8E4 or F-70L/H Compressor• Displex ® Technology Standard Scope of Supply • CP-250LP Cryopump • Zephyr ®, HC-4E1, HC-8E4 or F-70L/H Compressor • 10’ Flexible Gas Lines • 10’ Cold Head Cable • Tool Kit Available Configurations• ANSI 10”, ISO 320 or CF 14” FlangeOptions• Standard Manual Operation• Optional Fully-Automated Operationwith Marathon ® Cryopump Controller• Displex ® and Whisper ® Technology Standard Scope of Supply • CP-12 Cryopump • HC-8E4 or F-70L/H Compressor • 10’ Flexible Gas Lines • 10’ Cold Head Cable •Tool KitPerformance Specifications Performance Specifications Available Configurations• ISO 400, CVC 10” or Wire Seal FlangeOptions• Standard Manual Operation• Optional Fully-Automated Operationwith Marathon ® Cryopump Controller• Displex ® and Whisper ® Technology Standard Scope of Supply • CP-16 Cryopump • HC-8E4 or F-70L/H Compressor • 10’ Flexible Gas Lines • 10’ Cold Head Cable • Tool Kit Available Configurations• ISO 500, ANSI 20” or Wire SealFlange Options• Standard Manual Operation• Optional Fully-Automated Operationwith Marathon ® Cryopump Controller• Displex ® and Whisper ® Technology Standard Scope of Supply • CP-20 Cryopump • F-70L/H Compressor • 10’ Flexible Gas Lines • 10’ Cold Head Cable •Tool KitPerformance Specifications Performance Specifications Available Configurations• ICF 253 mm Flange• Standard Fully-Automated Operation• SHI Proprietary Inverter Technology Standard Scope of Supply • KZ-8L Cryopump • CSW-61C/D Compressor • Remote Cryopump Controller with RS-485 Cables • Flexible Gas Lines • Power Cables Available Configurations• ANSI 10” Flange• Standard Fully-Automated Operation• SHI Proprietary Inverter Technology Standard Scope of Supply • KZ-12L Cryopump • CSW-61C/D Compressor • Remote Cryopump Controller with RS-485 Cables • Flexible Gas Lines •Power CablesSHI offers a complete line of necessary interconnect-ing cables for our Marathon ® CP Cryopump Sys-tems. Standard, manual systems include cables that transmit the necessary power from our compressors to the cryopump cold head. Standard length is 10 feet (3 meters) with options to extend up to 66 feet (20 meters). For our fully automatic, MCC-driven systems, additional interconnecting cables are in-cluded to power the cold head, MCC, automatic valves, blanket heater and vacuum and temperature instrumentation. RS-232 cables connect between our optional MCC and the customer’s host computer, PLC or PC.The SI CERA ® Cryopump system includes power cables for the pumps, compressors and controller. In addition, RS-485 cables connect the con-troller to both the pumps and compressors. SI CERA™ system cablescome in a variety of lengths and can be customized to fit the customer’sprocess.SHI offers Temperature I ndicator Kits, de-signed to accurately display and/or com-municate critical cryopump temperatures forour Marathon ® CP Cryopumps. Model 1901Indicator is a single, Model 9302 is dual, andModel 9304 is a four channel temperature in-dicator. All have alarm set points, RS-232 interface and analogoutput (optional on Model 1901). Model 9302 and 9304 Indica-tors additionally have a standard Ethernet interface. Tempera-ture indicators provide the necessary excitation and accuratereadout for our standard temperature diodes and kits comecomplete with 50 foot interconnecting cable(s).The S CERA ® Remote Cryopump Control-ler enables fully automatic operation of SICERA ® Cryopumps using commands from the end user’s host computer and industrystandard cryopump protocol. The controller comes standard with all SICERA®Cryopump systems. An Operation Panel Unit (shown in picture) is available as an option to monitor the status of the cryopumps and compressors, as well as to modify the regen-eration sequence and to obtain key data from the cryopump system.SHI’s MCC enables fully automatic operation of Marathon ® CP Cryopumps. Industry standard cryopump protocol is delivered via RS-232 interface from the customer’s host computer, PLC or Windows-based PC (using optional SHI MCS Software). Automatic operation and regeneration, as well as monitoring of critical system functions, are enabled, resulting in im-proved process times, enhanced efficiency of the user’s process and greatly reduced down-time between production cycles. I n conjunc-tion with the MCC, Marathon ® CP Cryopumps are enhanced with all necessary automatic valves, vacuum and temperature instrumen-tation and blanket heaters to enable safe andefficient automatic operation and regeneration.Tool Kits & Replacement Parts KitsCables Flexible & Superflex Gas LinesMarathon ® Cryopump Controller (MCC)SICERA ® Remote Cryopump Controller Temperature IndicatorsSICERA ® Cryopumps come equipped with flex-ible helium gas lines in 82 feet (25 meter) lengths,while Marathon ® CP Cryopumps come standardwith flexible helium gas lines in lengths from 10feet (3 meters) to 66 feet (20 meters). Gas linesterminate in size 8 female coupling halves forquick connect and disconnect to/from the coldhead and compressor and are also available withone end at 90°.Optional Superflex lines offer superior flexibilityand smaller bend radius without thinning the wall of the hose and of-fer a higher flexing cycle life than standard lines. Superflex lines alsodampen vibration and noise of the helium gas traveling through thelines. All flexible gas lines are pre-charged with clean helium gas.SHI offers a complete line of replacementparts kits that include all of the required partsand assemblies to completely reconditionMarathon ® CP Cryopumps and compres-sors.Tool kits are available from the standardwrench kit (used for connecting couplings)that accompanies new Marathon CP ® sys-tems to more comprehensive kits that in-clude such items as gas charging valves andadditional tools required for performing yourown service on Marathon ® CP Cryopumps and compressors.Contact your local SHI office for details.GLOBAL SERVICE & SUPPORT PROGRAMSAt SHI Cryogenics Group, we realize that our customers are diverse and the markets they serve are demanding and unique. In response, our global service and support network offers responsive and value-added support for our complete range of products. Our factory-trained technicians are located in strategic service centers around the globe and offer 24/7 on-call support, with no machines and no waiting.Our cryopump service offerings are both flexible and cost effective, including:• Product return to regional service depot for service, repair or complete refurbishment• Technical assistance in diagnosing equipment issues via phone or e-mail• Product exchange programs• Customer training programs• Customized service contractsAdditionally, Marathon® CP Cryopumps, can be serviced on-site, in-situ by the cus-tomer or a SHI factory-trained technician, without breaking vacuum or remov-ing the cryopump from the chamber for return or replacement. This uniqueservice option is the result of the high-quality, ultra-reliable Displex®Cryocooler technology found in all Marathon® CP Cryopumps.Displex® Cryocoolers have a long and successful operatinghistory, and feature a pneumatic drive that optimiz-es performance, reliability and main-tainability.Performing in-situ service lowers the total cost of ownership by:• Minimizing the required capital investment in spare parts• Minimizing the “down time” of your system for service or repair• Eliminating the cost of shipping a complete cryopump to a service center• Eliminating labor costs associated with complete disassembly of the cryopump from your systemSICERA® Cryopumps can be returned to one of SHI’s service centers for routine maintenance, service or complete refurbishment. Additional SICERA® pumps and compressors are available as “exchange units.” Simply install the exchange unit and the returned unit will be refurbished and placed “on the shelf” ready for the next exchange.Additionally, our factory-trained service technicians are available for on-site training, scheduled maintenance or emergency visits, offering rapid-response service for mission-critical applications.Whether you have service performed by a qualified service technician, perform in-situ service yourself with readily-ADDITIONAL PRODUCTS FROM SHI CRYOGENICS GROUP In addition to the cryopumps featured in this catalogue, SHI Cryogenics Group designs and manufactures4K and 10K G-M Cryocoolers, Pulse Tubes and other low temperature cooling technology.SHI Cryogenics Group’s 10K Gifford-McMahon Cryocoolers are versatile, orientation-free, closed-cycle systems that feature the same Displex® technology found in the complete line of Marathon® CPCryopumps and MRI coolers, proven the world over with millions of reliable operating hours. Theyhave been recognized as the industry standard since we developed the technology over 40 years ago.Our original pneumatic drive, which limits the number of wear parts in the refrigerator, combined withstate-of-the-art design features, results in superior performance and low maintenance costs. Selectmodels, such as the CH-208 (left), also feature Whisper® technology for quieter operation.SHI’s 10K Cryocoolers have proven reliability in thousands of applications, includingMRI, cryopumping, research and other custom low-temperature applications.SH I CryogenicsGroup’s 4K Gifford-McMahon Cryocoolers arerecognized as the most reliableand versatile systems available in themarketplace. These Cryocoolers featurehigh cooling capacities, compact designs and areorientation-free. Models like the SRDK-408D2 (left) are the standardfor MRI and other superconducting magnets and can be found cooling awide variety of analytical and experimental devices and offer a verycost effective alternative to open-cycle liquid helium systems.SHI’s 4K Pulse Tube Cryocoolers embody leading-edge technologyand provide low vibration, high reliability and low maintenancerequirements. They are uniquely designed with no moving partsinside the coldhead. I n addition, the SRP-062B (right) featuresan optional separated valve unit to further reduce vibration, enableoperation in higher magnetic fields and ease maintenance requirements. SHI PulseTube Cryocoolers provide a stable low-temperature solution for sensitive measurementand analytical applications.For additional literature and information regarding 10K Cryocooler, 4K G-M and PulseTube Cryocooler designs, please contact your local SHI Cryogenics Group sales office.11For Information in:AsiaSumitomo Heavy Industries, Ltd.ThinkPark TowerCryogenics Division, Sales Department 1-1, Osaki 2-Chome, Shinagawa-Ku Tokyo 141-6025, Japan Phone: +81-3-6737-2550Fax: +81-3-6866-5114E-mail:***********.jpCryogenics Division, Service Department 2-1-1, Yato-cho, Nishitokyo-city Tokyo 188-8585, Japan Phone: +81-42-468-4265Fax: +81-42-468-4254E-mail:*******************.jpUnited StatesSumitomo (SHI) Cryogenics of America, Inc.1833 Vultee Street Allentown, PA 18103Phone: +1 610-791-6700Fax: +1 610-791-0440E-mail:***********************EuropeSumitomo (SHI) Cryogenics of Europe, Ltd.3 Hamilton Close, Houndmills Industrial Estate Basingstoke, Hampshire RG21 6YT United KingdomPhone: +44 (0) 1256 853333Fax: +44 (0) 1256 471507E-mail:************************.ukSumitomo (SHI) Cryogenics Shanghai, Ltd.Building 15Lane 333 Zhujian Road Minhang DistrictShanghai 201107, P .R. China Phone: +86-21-5486-6318Fax: +86-21-5486-0065E-mail:***********************.jpSumitomo (SHI) Cryogenics of America, Inc.1700 Wyatt Drive Suite 13Santa Clara, CA 95054Phone: +1 408-645-3346Fax: +1 408-736-7325Sumitomo (SHI) Cryogenics of Europe, GmbH Daimlerweg 5aDarmstadt D-64293, Germany Phone: +49 (0) 6151 860 610Fax: +49 (0) 6151 800 252E-mail:***********************Sumitomo (SHI) Cryogenics Korea Co., Ltd.3F , 280-3, Saneop-ro155beon-gil, Gweonseon-GuSuwon-City, Gyeonggi-Do, South Korea Phone: +82-31-278-3050Fax: +82-31-278-3053E-mail:******************.jpSumitomo (SHI) Cryogenics T aiwan Co., Ltd.4th Floor, No. 3Lane 216, Gongyuan Rd.Hsinchu City 300, Taiwan ROC Phone: +886 3 561 2557Fax: +886 3 562 3400Sumitomo (SHI) Cryogenics of America, Inc.1500-C Higgins RoadElk Grove Village, IL 60007Phone: +1 847-290-5801Fax: +1 847-290-1984World Wide Web: © SHI Cryogenics Group 2/16。

FuelGasSweetening:燃料气脱硫

FuelGasSweetening:燃料气脱硫

Fuel Gas SweeteningBy Peter Wieninger, P.Eng., Canw ell Enviro-Industries Ltd.May 6, 2003Fuel gas and instrumentation gas are essential components in any processing facility. Determining a cost effective method of supplying the gas requirements for these components can become fairly complex. Some of the most common consumers of fuel/instrument gas are the following:Component Typical Gas Consumption RatesCompressor: 8ft3/Hp/hrLine heaters/reboilers: 1000 Btu/scf at 65% efficiency (direct fired)Pneumatic pumps: 13 to 1300 scf/gal of liquid to be pumped – average at 4 to 6 mcf/day Catalytic heaters: (0.001 ft3)/Btu/hrLevel control systems: Varies depending on type of control system (i.e. 14 ft3/hr)The source of the fuel gas and the design of the fuel gas system are dependent on the overall consumption requirements and the facility layout. The various sources of fuel gas include:1.Sweet gas well2.Buyback gas from a sales pipeline or third party processing facility3.Propane4.Sour gas source requiring sweetening:-solution gas-sour gas wellEach of these gas sources has unique costs associated with utilizing them.Sweet Gas WellThis scenario would be the most favorable as there is limited processing required to utilize it as fuel gas. Some processors use the raw sweet gas for all their fuel and instrument gas requirements. In some cases it is advantageous to dehydrate the fuel gas to increase the burning value or to eliminate the potential of freezing through pressure reduction controls.Ultimately the only cost associated with utilizing the sweet gas source is the capital to install the pressure control regulators, fuel gas scrubber, and associated piping and instrumentation.Third Party Gas Buy BackThis gas source can be obtained through:-Sales pipeline buy-back gas- A sweet gas pipeline from third party processingThe quality of sales gas is typically better than a raw sweet gas well. The added advantage of having dehydrated gas eliminates methanol injection through pressure control regulators normally seen on raw gas sources. The same type of equipment capital is required as a sweet gas source system. However, there is now a cost of sourcing the gas.The cost of sourcing this gas is negotiable with the gas supplier. In many cases the volumes of consumed fuel gas are subtracted from the volume of raw gas sent to the third party pipeline or facility (and incorporating the necessary processing fees). This value is typically 3 to 5% of the produced gas sent to the processing facility.PropanePropane is commonly used in isolated areas where there are limited pipelines and opportunities to source sweet gas. The supply source is quite simple, one storage tank and a series of pressure regulators. Installation of a propane system is purely economical. If there is no sweet gas available and/or the accessible sour gas has too high of an H2S content, a propane system may be the recommended fuel/instrument gas source. A summary of typical equipment and fuel costs is as follows:Equipment Commonly Used/Leased Fuel CostStorage tanks Average $0.38/L$120.00 to $180.00 per year (depending on size) (varies throughout the year)Sour Gas SourceThe complications associated with using sour gas as fuel or instrument gas is its corrosive and hazardous nature. In compressors, the H2S causes the gas to burn at elevated temperatures; thus jeopardizing the compressor internals. The corrosive nature of H2S will cause premature failure of many instrumentation components. And the p ersonal safety concerns relating to the toxicity of H2S should never be over looked.When dealing with a sour gas well, it may be advantageous to sweeten the entire gas stream and utilize a slipstream of the “treated” gas as fuel gas. This may provide a reduction in the third party processing fees at the facility the gas is being sent to.For partial sweetening of a sour gas stream strictly for fuel and instrument gas, there are a few options to consider:1.membrane technology2.solid H2S adsorbents/scavengers (non-regenerative)3.liquid H2S scavengers (non-regenerative)MembranesMembrane technology works well in systems requiring bulk removal of CO2 and/or H2S; anywhere from 30 to 80% of the feed stream concentration. The basis of membranes is the contamin ant’s permeability through the membrane fiber. For systems containing percentages of H2S, a membrane system can economically reduce it down to 1%. For applications dealing with less than 1% H2S (or treated gas streams of <200ppm H2S), there is too high of a hydrocarbons loss to make it a economically feasible.Solid ScavengersSolid scavengers contain a form of iron oxide on a carrier material that directly reacts with H2S to form a non-regenerative by-product that is commonly disposed of in an approved landfill. The process systems are designed on specified superficial gas velocities and amounts of sulfur removal. To maximize system efficiencies, it is common practice to have two towers piped in lead/lag configuration. Solid adsorbents effectively remove low to moderate levels of H2S in a non-odorous process, but the system logistics can be limiting:-the new material must be kept in a heated building to prevent the residual water content from freezing and agglomerating the product together.-To accommodate limited accessible sites (i.e. winter access only), solid scavenger systems must be over sized to ensure one changeout per year. This leads to higher than requiredcapital costs.-Changeout of the reacted product is labor and cost intensive.Liquid ScavengersLiquid scavengers are supplied by a number of chemical companies. Many of the products are similar in chemistry but differ in the formulation and/or product concentration. The primary concern of liquid scavengers is the characteristics of the reaction product. Solubility and product stability (i.e. crystallization) are concerns that should be addressed by the chemical supplier. The other complaint associated with liquid scavengers is the odour of the reacted product; “skunk like”. With the rea ction of a sulfur species in the liquid form, it is very difficult to suppress the odour. Therefore, provisions must be taken in the design of the application process.There are a few methods in which liquid scavengers may be applied. Generally they can be injected directly inline or the sour gas can be processed through a contact tower system. For fuel gas systems, inline injection is not often considered because of limited gas to scavenger contact (short pipeline).The contact tower system can be specifically designed for each application. Factors such as gas flowrate, operating pressure, temperature, and inlet H2S content dictate the vessel size and the process configuration. These fuel gas sweetening systems are also designed to be operator friendly by minimizing the time required to operate the facility and to eliminate product handling. The following are a couple of simple liquid scavenger fuel gas sweetening systems:Batch Tower Process Continuous Tower SystemTypical Cost: $ 5 000 to $ 30 000 Typical Cost: $ 20 000 to $ 55 000The batch tower process is more commonly used in applications where the total sulfur content is relatively low (moderate gas flow rates at low H2S or low gas flowrates with low to moderate H2S concentrations). The contactor is sized based on set linear velocities and sulfur removal requirements. Typical tower diameters range from 8”OD to 30”OD. The height of these towers are designed primarily by the inlet H2S content; desired residence time, and chemical consumption rates. In sweetening sour gas wells, the cost of shutting down the gas to changeout the spent chemical should be evaluated. In fuel gas systems, a by-pass system is commonly installed in conjunction with the scavenging unit. When the chemical requires to be changed out, it is often acceptable to temporarily supply sour gas to the facility for a short period of time (generally less than one hour).The continuous (or sometimes referred to as the flooded) tower system is designed for hig her sulfur removal applications. The system is continuously operated without the requirement to shut down to changeout chemical. In addition, the unit can be sized appropriately to accommodate winter access only facilities. Higher linear velocities are tolerated in a continuous system; hence the tower sizes tend to be smaller and less costly. Other design parameters can be incorporated to minimize the capital outlay for a sweetening package.Liquid Scavenger Example Evaluation:Basis: 0.10 MMscfd of fuel gas requirements (100 mcf/day)Supply pressure = 150 psigH2S content = 1000 ppmGas specification = <10 ppm H2SAt this specified gas flowrate and operating pressure the minimum tower diameter for a batch system would be 20“ OD and 16“OD for a flo oded tower system. With the relatively high inlet H 2S content, the changeout frequency of the batch system would be extensive. Therefore, a flooded tower system is recommended for this application. The added benefit of a flooded tower system is the potential of a 25 to 30% reduction in operating costs because of the higher attainable reaction efficiency. A summary of the expected costs is as follows:Operating cost: $ 0.49/mcf (or more simply = $ 49.00/day)Equipment cost: $ 40 000.00 (includes all process components; skid, tank, pumps, etc.)The H 2S concentration will dictate the processing cost. The volume of required fuel gas and the H 2S concentration will determine the specific process skid design and corresponding equipment cost. Installation costs for thesesystems are relatively low. Generally four piles or a firm gravel base (depending on the ground conditions at the site) will be sufficient. These liquid scavenging systems are designed to be very mobile so they are easily transported to alternate facilities if ever required.The H 2S concentration has the greatest influence in determining if a scavenging system is economically feasible. The following graph provides an operating cost estimate for varying levels of H 2S contaminated fuel gas sources:When evaluating the various options to source your fuel/instrument gas requirements, it is essential to incorporate all costs. In particular with sour gas sources, factors such as changeout costs, disposal costs, freight, and the potential of downtime due to system inefficiencies/complications (i.e. product crystallization) should all be reviewed. It is more accurate to evaluate the various options by an overall cost ($/mcf) rather than a product unit cost ($/L or $/kg).This same type of technology can be applied in sweetening sour gas wells, solution gas (which may otherwise beflared), and sour tank vent vapours. Treating Costs of Sour Gas0.0000.1000.2000.3000.4000.5000.6002004006008001000Inlet H2S (ppm)O p e r a t i n g C o s t s ($/m c f )。

ISO 4401大小的油气方向阀说明书

ISO 4401大小的油气方向阀说明书

Options:only for DH-04 and DK-14, see section ݚ:/A = actuator device mounted on side of port B only for DP:/H = adjustable chokes for controlling the main spool shifting time(meter-out to the pilot chambers of the main valve)/H9= adjustable chokes for controlling the main spool shifting time(meter-in to the pilot chambers of the main valve)/R = with check valve on port P/S = main spool stroke adjustment (not available for DP-1*)Valve configuration, see section ݚ0= free, without springs1= spring centered, without detent 3= spring offset external position5= 2 external positions, with detent (only for DH and DK)7= center and external positionsHydraulic operated directional valvesISO 4401 size 06, 10, 16, 25 and 32Table E225-1/EHydraulic operated directional valves are spool type, three or four way, two or three position, designed to operate in oil hydraulic systems.Available with single or double hydraulic actuator.DH-0 = ISO 4401 size 06, flow up to 50 l/min DK-1 = ISO 4401 size 10, flow up to 160 l/min DP-1 = ISO 4401 size 10, flow up to 160 l/min DP-2 = ISO 4401 size 16, flow up to 300 l/min DP-3 = ISO 4401 size 25, flow up to 600 l/min DP-4 = ISO 4401 size 25, flow up to 700 l/min DP-6 = ISO 4401 size 32, flow up to 1000 l/min Max pressure:350 bar for DH-0, DP-1,DP-2, DP-3, DP-6315 bar for DK-1DH-0Type of actuator:4 = single actuator 5 = double actuatorSpool type, see section ݛ1MODEL CODEE225413/A **/*Directional control valve,size:DH-0 = 06DK-1 = 10DP-1 = 10DP-2 = 16DP-3 = 25DP-4 = 25 (high flow)DP-6 = 32Series numberHYDRAULIC CHARACTERISTICS2see note (1)3 (min) 5 (suggested)70Acting the actuator on port A,the hydraulic connections are P →B, A →T, except for spool type 4 and 5 where the con-nections are P →A, B →T.OperationThe spool displacement is achieved by hydraulic pressure on one of the pilot chambers, while the other is unloaded.When pressurizing port X, the port Y has to be directly connected to the tank at null pressure and viceversa.By pressurizing port X, the hydraulic connections are P →A, B →T, except for spool type 4 and 5 where the connections are P →B, A →T.In the spring centered versions the spool is centered by the spring action when both the pilot chambers are unloaded.1) The max pressure on port T has to be not over 50% of pilot pressure.Valve modelMax recommended flow [l/min]Max pressure on port P, A, B[bar]Max pressure on port T (also X, Y for DP)[bar]Minimum pilot pressure[bar]Max recommended pressure on piloting line[bar]3502504250DH-050350DK-1160315DP-1160DP-2300DP-3600DP-4700DP-61000Seals material:omit for NBR (mineral oil & water glycol)PE = FPM3MAIN CHARACTERISTICS OF HYDRAULIC OPERATED DIRECTIONAL VALVESAssembly position / location Any position except for valves type DH-050, DK-150, DP-*50 (without springs) that must be installed withtheir longitudinal axis horizontalSubplate surface finishing Roughness index Ra 0,4 - flatness ratio 0,01/100 (ISO 1101)Ambient temperature-20°C to + 70°CFluid Hydraulic oil as per DIN 51524...535, for other fluids see section ݗRecommended viscosity15 ÷ 100 mm2/s at 40°C (ISO VG 15 ÷ 100)Fluid contamination class ISO 4406 class 21/19/16 NAS 1638 class 10, in line filters of 25 μm (β25 _>75 recommended)Fluid temperature-20°C +60°C (standard seals) -20°C +80°C (/PE seals)4CONFIGURATIONS and SPOOLS valves type DH-*, DK-*NOTES-Spools type 0 and 3 are also available as 0/1 and 3/1, where in centre position oil passage from ports to tank are restricted;-Spools type 1,4 and 5 are also available as 1/1, 4/8 and 5/1. They are properly shaped to reduce water-hammer shocks during the switching;-Spool type 1, 3, 8 and 1/2 for DH-0 and DK-1 are available as 1P, 3P, 8P (only for DH-0), and 1/2P to limit valve leakage.-On request, other type of spools are available.5CONFIGURATIONS and SPOOLS valves type DP-*NOTES-Spools type 0 and 3 are also available as 0/1 and 3/1, where in centre position oil passage from ports to tank are restricted;-Spools type 1,4 and 5 are also available as 1/1, 4/8 and 5/1 (not available for DP-6). They are properly shaped to reduce water-hammer shocks during the switching;-On request, other type of spools are available.6Q/Δp DIAGRAMSDH-0See note and diagrams on table E010 relating the DH* valve from which DH-0* are derivatedDK-1See note and diagrams on table E025 relating the DKE, DKER valve from which DK-1* are derivatedDP-1See note and diagrams on table E085 relating the DPH*-1 valve from which DP-1* are derivatedDP-2See note and diagrams on table E085 relating the DPH*-2 valve from which DP-2* are derivatedDP-3See note and diagrams on table E085 relating the DPH*-3 valve from which DP-3* are derivatedDP-4See note and diagrams on table E085 relating the DPH*-4 valve from which DP-4* are derivatedDP-6See note and diagrams on table E085 relating the DPH*-6 valve from which DP-6* are derivated7DIMENSIONS OF HYDRAULIC OPERATED VALVES ISO 4401 size 06 and 10 [mm]E2258DIMENSIONS OF HYDRAULIC OPERATED VALVES ISO 4401 size 16, 25 and 32 [mm]06/13。

MARSIM手册说明书

MARSIM手册说明书

12555 Federal Register/Vol. 60, No. 44/Tuesday, March 7, 1995/Notices[FRL–5165–7]Notice of Meetings, Open to the Public, of the Multi-Agency Radiation Site Investigation Manual Development Working GroupAGENCY: Environmental Protection Agency, lead.ACTION: Meetings open to the public.SUMMARY: The Environmental Protection Agency (EPA) is announcing that the Department of Defense, Department of Energy, Environmental Protection Agency, and the Nuclear Regulatory Commission are meeting to develop joint Federal guidance for standardized and consistent approaches to accomplish structural and environmental radiation surveys. Relevant information will be provided to the group by other persons present. The guidance is being developed as a draft document, entitled the ‘‘Multi-Agency Radiation Site Investigation Manual (MARSIM)’’, and it is anticipated that the final product will be a consensus document each agency can agree upon and eventually adopt. Meetings of the group are open to the public on a first come, space available basis with advance registration. During the next meeting, representatives of the agencies will discuss: survey planning and design; implications of minimum detectable activity; application of statistics; and the schedule of future meetings.DATES, ADDRESSES, AND REGISTRATION: A meeting will be held on Tuesday, March 28, 1995 from 9:00 am until about 3:00 pm. The meeting will be held at theU. S. Nuclear Regulatory Commission, 2 White Flint North, Room T–10A1, 11555 Rockville Pike, Rockville, MD. Persons wishing to attend this meeting contact Roberta Gordon at (301) 415–7555 to register. A future meeting is tentatively scheduled for April 27, 1995. The schedule, location, and registration information for future meetings will be posted on the U. S. Nuclear Regulatory Commission Enhanced Participatory Rulemaking on Radiological Criteria for Decommissioning Electronic Bulletin Board, (800) 880–6091; the NRC Public Meeting Announcement System by electronic bulletin board at (800) 952–9676 or by recording at (800) 952–9674; the EPA Cleanup Regulation Electronic Bulletin Board at (800) 700–7837 outside the Washington area and (703) 790–0825 locally; and the RCRA/ Superfund Hotline at (800) 424–9346 outside the Washington area, (703) 412–9810 locally, or by TDD at (800) 553–7672.FOR FURTHER INFORMATION CONTACT:Persons needing further informationconcerning this group and the work ofdeveloping the Multi-Agency RadiationSite Investigation Manual shouldcontact Colleen Petullo, U.S.Environmental Protection Agency/ORIA, PO Box 98517, Las Vegas, NV89193–8517, (702) 798–2446.Dated: March 1, 1995.Nicholas Lailas,Chief, Radiation Assessment Branch, EPAOffice of Radiation and Indoor Air.[FR Doc. 95–5521 Filed 3–6–95; 8:45 am]BILLING CODE 6560–50–P[FRL–5166–5]Modification of General AdministrativeCompliance Order for Produced WaterDischarges Covered by NPDESGeneral Permits for Produced Waterand Produced Sand Discharges Fromthe Oil and Gas Extraction PointSource Category to Coastal Waters inLouisiana (LAG290000) and Texas(TXG290000)AGENCY: Environmental ProtectionAgency, Region 6.ACTION: Modification of GeneralAdministrative Compliance Order.SUMMARY: Region 6 of the United StatesEnvironmental Protection Agency (EPA)today modifies the GeneralAdministrative Compliance Order thatwas issued January 9, 1995, at 60 FR2393. This Order is modified to add asrespondents to the Order thosepermittees subject to General NPDESPermit Nos. LAG290000 andTXG290000 who discharge producedwater from new Coastal, Stripper orOffshore Subcategory wells to ‘‘coastal ‘‘waters of Texas or Louisiana which willbe spudded after the effective date ofNPDES permits LAG290000 andTXG290000 and which dischargeproduced water through existingfacilities that are required by this Orderto cease produced water discharges nolater than January 1, 1997.DATES: The General AdministrativeCompliance Order will become effectiveon March 7, 1995.ADDRESSES: Notifications required bythis Order should be sent to the WaterManagement Division, EnforcementBranch (6W–EA), EPA Region 6 P.O.Box 50625, Dallas, Texas 75202.FOR FURTHER INFORMATION CONTACT: Ms.Ellen Caldwell, EPA Region 6, 1445Ross Avenue, Dallas, Texas 75202;telephone: (214) 665–7513.SUPPLEMENTARY INFORMATION: TheGeneral Administrative ComplianceOrder being modified today wasoriginally issued January 9, 1995 andpublished in the Federal Register at 60FR 2393 with an effective date ofFebruary 8, 1995. After the Order wasissued, the Region received informationthat a number of new wells are plannedto be drilled in the near future inexisting fields in Louisiana and Texas.The discharge of produced waterassociated with these new wells is notcurrently covered by the Order. Thesewells are ones which will dischargetheir produced water through existingtreatment/discharge facilities that arerequired by the Order to cease dischargeof produced water no later than January1, 1997. Individual wells of this typecannot normally justify a separateinjection well for a single productionwell. If the Order was not modified, itwas claimed that oil and gas drilling incoastal Louisiana and Texas would bedelayed until the planned injectionfacilities are in place, which in somecases may be nearly 2 years. The Regionhas agreed to modify the Order to allowcoverage of produced water dischargesfrom those new wells.Those permittees who have alreadysubmitted an ‘‘Administrative OrderNotice’’ in connection with the GeneralAdministrative Compliance Orderissued January 9, 1995 do not need toresubmit an Administrative OrderNotice to be covered by today’smodified Order.United States Environmental ProtectionAgency, Region 6 in Re: NPDES PermitNos. LAG290000 and TXG290000General Administrative ComplianceOrderThe following Findings are made andOrder issued pursuant to the authorityvested in the Administrator of theEnvironmental Protection Agency (EPA)by Section 309(a)(3) of the Clean WaterAct (hereinafter ‘‘the Act’’), 33 U.S.C.1319(a)(3), and duly delegated to theRegional Administrator, Region 6, andduly redelegated to the undersignedDirector, Water Management Division,Region 6. Failure to comply with theinterim requirements established in thisORDER constitutes a violation of thisORDER and the NPDES permits.FindingsIThe term ‘‘waters of the UnitedStates’’ is defined at 40 C.F.R. 122.2.The term ‘‘coastal’’ is defined in NPDESPermits LAG290000 and TXG290000and includes facilities which would beconsidered ‘‘Onshore’’ but for thedecision in API v. EPA 661 F.2 340 (5thCir. 1981). The term ‘‘existing well’’12556Federal Register/Vol. 60, No. 44/Tuesday, March 7, 1995/Noticesmeans a well spudded prior to the effective date of NPDES PermitsLAG290000 and TXG290000. The term ‘‘new well’’ means a well spudded after the effective date of NPDES Permits LAG290000 and TXG290000 whose associated produced water will be discharged through an existing treatment/discharge facility required by this Order to cease discharge of produced water no later than January 1, 1997.IIPursuant to the authority of Section 402(a)(1) of the Act, 33 U.S.C. §1342, Region 6 issued National Pollutant Discharge Elimination System (NPDES) Permits No. LAG290000 andTXG290000 with an effective date of February 8, 1995. These permits prohibit the discharge of produced water and produced sand derived from Oil and Gas Point Source Category facilities to ‘‘coastal’’ waters of Louisiana and Texas in accordance with effluent limitations and other conditions set forth in Parts I and II of these permits. Facilities covered by these permits include those in the Coastal Subcategory (40 CFR 435, Subpart D), the Stripper Subcategory (40 CFR 435, Subpart F) that discharge to ‘‘coastal’’waters of Louisiana and Texas, and the Offshore Subcategory (40 CFR 435, Subpart A) which discharge to ‘‘coastal’’waters of Louisiana and Texas.IIIRespondents herein are permittees subject to General NPDES Permit Nos. LAG290000 and/or TXG290000 and who:A. Discharge produced water derived from an existing Coastal, Stripper or Offshore Subcategory well or wells to‘‘coastal’’ waters of Texas or Louisiana, or will discharge produced water derived from a new Coastal, Stripper or Offshore Subcategory well or wells to‘‘coastal’’ waters of Texas or Louisiana.B. Discharge produced water derived from an existing Coastal Subcategory well or wells located in Louisiana or Texas to waters of the United States outside Louisiana or Texas ‘‘coastal’’waters, or will discharge produced water derived from a new Coastal Subcategory well or wells located in Louisiana or Texas to waters of the United States outside Louisiana or Texas ‘‘coastal’’ waters.C. Are required by Permits No.LAG290000 or TXG290000 to meet the requirement of No Discharge of produced water and are taking affirmative steps to meet that requirement.D. Have submitted an ‘‘AdministrativeOrder Notice’’. Such Notices shall besent to: Enforcement Branch (6W–EA),Region 6, U.S. Environmental ProtectionAgency, P.O. Box 50625, Dallas, TX75270. Upon submission of such anAdministrative Order Notice, apermittee shall be a Respondent underthis General Administrative Order. Theterms of each Administrative OrderNotice submitted shall be consideredterms of this Order and shall beenforceable against the Respondentsubmitting the Administrative OrderNotice. Each Administrative OrderNotice must include:1. Identification of the facility byname and its location (by lease, leaseblock, field or prospect name), the nameand address of its operator, and thename, address and telephone number ofa contact person.2. A certification signed by a personmeeting the requirements of Part II,Section D.9 (Signatory Requirements) ofPermits LAG290000 and TXG290000stating that a Compliance Plan has beenprepared for the facility in accordancewith this Order. A copy of this planshall not be included with theAdministrative Order Notice, but shallbe made available to EPA upon request.3. A Compliance Plan shall include adescription of the measures to be taken,along with a schedule, to ceasedischarge of produced water to waters ofthe United States as expeditiously aspossible.IVTo maintain oil and gas productionand comply with the permits’prohibition on the discharge ofproduced water, a significant number ofRespondents will have to reinject theirproduced water. A lack of access to thefinite number of existing Class IIdisposal wells, state UIC permit writers,and drilling contractors may cause non-compliance for a significant number ofRespondents. In addition, time will berequired for some Respondents toreroute produced water collection linesto transport the produced water toinjection wells.VRespondents may reasonably performall actions necessary to cease theirdischarges of produced water no laterthan January 1, 1997.VIFor new wells as defined by thisORDER, coverage under this ORDERshall begin immediately after thedischarge of the associated producedwater begins.OrderBased on the foregoing Findings, it isordered That Respondents:A. Fully comply with all conditions ofNPDES Permits No. LAG290000 andTXG290000 except for the prohibitionon the discharge of produced water andexcept for the requirement that alldischarges of produced water bereported within twenty-four hours.B. Complete all activities necessary toattain full and continuous compliancewith NPDES Permits No. LAG290000and TXG290000 as soon as possible, butin no case later than January 1, 1997.C. Operate and maintain all existingpollution control equipment, includingexisting oil/water separation equipment,in such a manner as to minimize thedischarge of pollutants contained inproduced water at all times until suchtime as respondents cease theirdischarges of produced water.D. Submit notice to the WaterEnforcement Branch of EPA Region 6when produced water discharges subjectto this Order have ceased.E. Subject to NPDES PermitLAG290000 comply at all times withPart I. Section C.1.b of said permit,requiring that Respondents meet anymore stringent requirements containedin Louisiana Water Quality Regulation,LAC: 33,IX,7.708.Nothing herein shall precludeadditional enforcement action.The effective date of this ORDER shallbe March 7, 1995.Dated: February 24, 1995.Myron O. Knudson,Director, Water Management Division (6W).[FR Doc. 95–5519 Filed 3–6–95; 8:45 am]BILLING CODE 6560–50–PEXPORT-IMPORT BANK[Public Notice 23]Agency Forms Submitted for OMBReviewAGENCY: Export-Import Bank.ACTION: In accordance with theprovisions of the Paperwork ReductionAct of 1980, Eximbank has submitted aproposed collection of information inthe form of a survey to the Office ofManagement and Budget for review.PURPOSE: The proposed Export-ImportBank Questionnaire of City/StatePartners to exporters and banks is to becompleted by U.S. banks and exportersfamiliar with Eximbank’s programs as ameans of providing an evaluation of theeffectiveness, utility, strengths andweaknesses of, and means to improve。

汽车水化燃料充电设备说明书

汽车水化燃料充电设备说明书

Driving Fuel InformationThe hydrogen fuel receptacle is located on the passenger’s rear side of the vehicle.■Fuel requirement■Hydrogen supply pressure: 70 MPa (10,153 psig) (at 59°F [15°C])■Hydrogen filling amount*1: Approximately 11 lbs (5 kg) (at 70 MPa [10,153psig])*1: A measured value when refueled at a hydrogen station with 70 MPa (10,153psig) of supply pressure compliant with the SAE (J2601) fueling protocol.■Hydrogen tanks capacity: 37.3 US gal (141.3 L) (at 70 MPa [10,153 psig])■Hydrogen filling stationTo completely fill the hydrogen tank, you need to use a hydrogen filling station thathas an H70 dispenser, which is capable of supplying pressures of up to 10,153 psig(70 MPa).Refueling the vehicle is only possible if the pressure inside the hydrogen tank of thevehicle does not exceed the supply pressure of the filling station.If you use an H35 dispenser, you will be able to fill only half of the tank.Compressed hydrogen gas1RefuelingNOTICEIf improper hydrogen gas is used, the FC stack will bedamaged. Always refuel at authorized hydrogenfilling stations.2Refer to the Navigation System ManualHydrogen gas is colorless, odorless, very light andflammable. Also, its burning flame is difficult todetect by sight.3WARNINGWhen refueling hydrogen gas, keepsources of fire, such as a lit cigarette, awayfrom the vehicle. As hydrogen gas is highlyflammable, it may cause a fire or explosion.Be sure to turn the power system to OFF tostop the FC stack operation.uu Refueling u How to RefuelDrivingHow to Refuel1.Stop the vehicle with the hydrogen station dispenser on the left side of the vehicle.2.Change the gear position to P .3.Set the power mode to OFF.4.Press the hydrogen fuel lid release button on the driver’s door to open the hydrogen fuel lid.5.Remove the dust cap from the hydrogen fuel receptacle inside the hydrogen fuel lid.6.Make sure to put the dust cap back on the receptacle to prevent contamination.1How to RefuelThe hydrogen fuel lid opens only when the power mode is in OFF and the gear position is in P .3WARNINGHydrogen is flammable and explosive.You can be burned or seriously injured.•Stop the motor, and keep sparks and flames away.•Refuel only outdoors.3WARNINGWhen refueling, touch something metal of the vehicle, etc. to discharge static-buildup from your body before opening the fuel lid.Refueler must be a person who hasdischarged static electricity from his/her body.If you re-enter the vehicle while refueling, your body may become recharged; you have to discharge the static-buildup from your body again.Hydrogen Fuel Lid Release ButtonPressHydrogenFueling Nozzle Hydrogen Fuel ReceptacleDust Capuu Refueling u How to RefuelDriving 1.Put the dust cap back on the hydrogen fuel receptacle.2.Shut the hydrogen fuel lid by hand.■How to Close the Dust Cap and the Fuel Lid1How to RefuelNOTICEDo not touch the hydrogen fuel receptacle other thanwhen refueling. Touching it carelessly may causedamage.The filling amount may depend on ambienttemperature.It is normal to hear a whooshing sound duringrefueling.1How to Close the Dust Cap and the Fuel LidIf the hydrogen fuel lid is left open, the gear positioncannot be shifted from P, and Close HydrogenFuel Lid message appears on the driver informationinterface.。

Pepperl+Fuchs SJ3,5-N 产品说明书

Pepperl+Fuchs SJ3,5-N 产品说明书

17-02-16 15:19D a t e o f i s s u e : 2017-02-16105910_e n g .x m lInstructionManual electrical apparatus for hazardous areas Device category 1Gfor use in hazardous areas with gas, vapour and mist EC-T ype Examination CertificateCE marking ATEX marking ¬ II 1G Ex ia IIC T6…T1 G aThe Ex-related marking can also be printed on the enclosed label.Standards EN 60079-0:2012+A11:2013, EN 60079-11:2012 Ignition protection "Intrinsic safety"Use is restricted to the following stated conditions Appropriate typeSJ3,5-...-N...Effective internal inductivity C i ≤ 50 nF ; a cable length of 10 m is considered.Effective internal inductance L i≤ 250 µH ; a cable length of 10 m is considered.G eneralThe apparatus has to be operated according to the appropriate data in the data sheet and in this instruction manual. The EU-type examination certificate has to beobserved. The special conditions must be adhered to! The ATEX directive and there-fore the EU-type examination certificates are in general only applicable to the use of electrical apparatus operating at atmospheric conditions. The device has been checked for suitability for use at ambient temperatures of &gt;60°C by the named certification authority. The surface temperature of the device remains within the required limits. If the equipment is not used under atmospheric conditions, a reduc-tion of the permissible minimum ignition energies may have to be taken into consid-eration.Highest permissible ambient temperatureDetails of the correlation between the type of circuit connected, the maximum per-missible ambient temperature, the temperature class, and the effective internal reac-tance values can be found on the EU-type examination certificate. Note: Use the temperature table for category 1 The 20 % reduction in accordance with EN 1127-1 has already been applied to the temperature table for category 1.Installation, commissioningLaws and/or regulations and standards governing the use or intended usage goal must be observed. The intrinsic safety is only assured in connection with an appro-priate related apparatus and according to the proof of intrinsic safety. The associated apparatus must satisfy the requirements of category ia. Because of the risk of igni-tion, which can occur due to faults and/or transient currents in the equipotential bonding system, galvanic isolation is preferable in the supply and signal circuits. Associated apparatus without electrical isolation can only be used if the correspond-ing requirements of IEC 60079-14 are satisfied. Install the device in such a way that the resin surface is not exposed to mechanical hazards. If the Ex-related marking is printed only on the supplied label, then this must be attached in the immediate vicin-ity of the sensor. The sticking surface for the label must be clean and free from grease. The attached label must be legible and indelible, including in the event of possible chemical corrosion.Maintenance No changes can be made to apparatus, which are operated in hazardous areas.Repairs to these apparatus are not possible.Special conditionsThe connecting parts of the sensor must be set up in such a way that degree of pro-tection IP20, in accordance with lEC 60529, is achieved as a minimum.Protection from mechanical dangerWhen using the device in a temperature range of -60 °C to -20 °C, protect the sensor against the effects of impact by installing an additional enclosure. The information regarding the minimum ambient temperature for the sensor as provided in the datasheet must also be observed.R e l e a s e d a t e : 2017-02-16 15:19D a t e o f i s s u e : 2017-02-16105910_e n g .x m lInstructionManual electrical apparatus for hazardous areas Device category 2Gfor use in hazardous areas with gas, vapour and mist EC-T ype Examination CertificateCE marking ATEX marking ¬ II 1G Ex ia IIC T6…T1 G aThe Ex-related marking can also be printed on the enclosed label.Standards EN 60079-0:2012+A11:2013, EN 60079-11:2012 Ignition protection "Intrinsic safety"Use is restricted to the following stated conditions Appropriate typeSJ3,5-...-N...Effective internal inductivity C i≤ 50 nF ; a cable length of 10 m is considered.Effective internal inductance L i ≤ 250 µH ; a cable length of 10 m is considered.G eneralThe apparatus has to be operated according to the appropriate data in the data sheet and in this instruction manual. The EU-type examination certificate has to be observed. The special conditions must be adhered to!Maximum permissible ambient temperature T amb Details of the correlation between the type of circuit connected, the maximum per-missible ambient temperature, the temperature class, and the effective internal reac-tance values can be found on the EU-type examination certificate.Installation, commissioningLaws and/or regulations and standards governing the use or intended usage goal must be observed. The intrinsic safety is only assured in connection with an appro-priate related apparatus and according to the proof of intrinsic safety. Install the device in such a way that the resin surface is not exposed to mechanical hazards. If the Ex-related marking is printed only on the supplied label, then this must be attached in the immediate vicinity of the sensor. The sticking surface for the label must be clean and free from grease. The attached label must be legible and indeli-ble, including in the event of possible chemical corrosion.Maintenance No changes can be made to apparatus, which are operated in hazardous areas.Repairs to these apparatus are not possible.Special conditionsThe connecting parts of the sensor must be set up in such a way that degree of pro-tection IP20, in accordance with lEC 60529, is achieved as a minimum.Protection from mechanical dangerWhen using the device in a temperature range of -60 °C to -20 °C, protect the sensor against the effects of impact by installing an additional enclosure. The information regarding the minimum ambient temperature for the sensor as provided in the datasheet must also be observed.17-02-16 15:19D a t e o f i s s u e : 2017-02-16105910_e n g .x m lInstructionManual electrical apparatus for hazardous areas Device category 1Dfor use in hazardous areas with combustible dust EC-T ype Examination CertificateCE marking ATEX marking ¬ II 1D Ex ia IIIC T135°C DaThe Ex-related marking can also be printed on the enclosed label.Standards EN 60079-0:2012+A11:2013, EN 60079-11:2012 Ignition protection "Intrinsic safety"Use is restricted to the following stated conditions Appropriate typeSJ3,5-...-N...Effective internal inductivity C i ≤ 50 nF ; a cable length of 10 m is considered.Effective internal inductance L i≤ 250 µH ; a cable length of 10 m is considered.G eneralThe apparatus has to be operated according to the appropriate data in the data sheet and in this instruction manual. The EU-type examination certificate has to beobserved. The ATEX Directive and therefore the EU-type-examination certificates generally apply only to the use of electrical apparatus under atmospheric conditions. The device has been checked for suitability for use at ambient temperatures of &gt; 60 °C by the named certification authority. For the use of apparatus outside of atmo-spheric conditions, a reduction of the permissible minimum ignition energies may need to be considered.Highest permissible ambient temperature T ambDetails of the correlation between the type of circuit connected, the maximum per-missible ambient temperature, the surface temperature, and the effective internal reactance values can be found on the EU-type-examination certificate. The maxi-mum permissible ambient temperature of the data sheet must be noted, in addition, the lower of the two values must be maintained.Installation, commissioningLaws and/or regulations and standards governing the use or intended usage goal must be observed. The intrinsic safety is only assured in connection with an appro-priate related apparatus and according to the proof of intrinsic safety. Install the device in such a way that the resin surface is not exposed to mechanical hazards. If the Ex-related marking is printed only on the supplied label, then this must be attached in the immediate vicinity of the sensor. The sticking surface for the label must be clean and free from grease. The attached label must be legible and indeli-ble, including in the event of possible chemical corrosion.Maintenance No changes can be made to apparatus, which are operated in hazardous areas.Repairs to these apparatus are not possible.Special conditionsThe connecting parts of the sensor must be set up in such a way that degree of pro-tection IP20, in accordance with lEC 60529, is achieved as a minimum.Protection from mechanical dangerWhen using the device in a temperature range of -60 °C to -20 °C, protect the sensor against the effects of impact by installing an additional enclosure. The information regarding the minimum ambient temperature for the sensor as provided in the datasheet must also be observed.Electrostatic chargeAvoid electrostatic charges that can cause electrostatic discharge when installing or operating the device. Information on electrostatic hazards can be found in the techni-cal specification IEC/TS 60079-32-1. Do not attach the nameplate provided in areas where electrostatic charge can build up.。

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Cap 311L s 8 Supplying or selling fuel additivescontaining lead二摘要:本文主要介绍了Cap 311L s 8 Supplying or selling fuel additives containing lead的主要内容。

Cap 311L s 8 Supplying or selling fuel additives containing lead PART IVFUEL ADDITIVES(1) Any person who knowingly supplies or distributes any fuel additive containing any amount of lead whatsoever commits an offence and is liable to a fine at level 5.(2) Any person who knowingly sells or offers for sale any fuel additive containing any amount of lead whatsoever commits an offence and is liable to a fine at level 5.(3) For the purposes of any proceedings under subsection (1), the person charged shall, until the contrary is proved, be presumed to have known that the fuel additive he supplied or distributed contained lead.(4) For the purposes of any proceedings under subsection (2), the person charged shall, until the contrary is proved, be presumed to have known that the fuel additive he sold or offered for sale contained lead. (5) A person does not commit an offence under subsection (2) if he proves that-(a) he purchased, or otherwise obtained, the fuel additive with a warranty or other written evidence from the person who supplied the fuel additive that the fuel additive did not contain any lead; and(b) at the time of the alleged offence, the fuel additive was in the same state that it was in at the time of delivery to him.(L.N. 35 of 1999)Cap 311L s 9 Dispensing of fuel additives containing lead(1) Any person who knowingly pours, places, discharges or adds any fuel additive containing any amount of lead whatsoever into the fuel tank, the fuel supply system, or the combustion space of the engine of a motor vehicle commits an offence and is liable to a fine at level 5.(2) For the purposes of any proceedings under subsection (1), the person charged shall, until the contrary is proved, be presumed to have knownthat the fuel additive he poured, placed, discharged or added into the fuel tank, the fuel supply system, or the combustion space of the engine of the motor vehicle contained lead.(3) A person does not commit an offence under subsection (1) if he proves that-(a) he purchased, or otherwise obtained, the fuel additive with a warranty or other written evidence from the person who supplied the fuel additive that the fuel additive did not contain any lead; and(b) at the time of the alleged offence, the fuel additive was in the same state that it was in at the time of delivery to him.(L.N. 35 of 1999)Cap 311L Sched 1 SPECIFICATIONS OF MOTOR VEHICLE DIESEL[section 2]Any motor vehicle diesel shall-(a) contain not more than 0.005% by weight of sulphur as determined by ISO 14596;(b) have a cetane number of not lower than 51.0 as determined by ISO 5165;(c) have a viscosity at 40oC of not lower than 2.00 mm2/s and not higher than 4.50 mm2/s as determined by ISO 3104;(d) contain not more than 11% by mass of polycyclic aromatic hydrocarbons as determined by IP 391;(e) have a 95% distillation temperature of not higher than 345oC as determined by ISO 3405;(f) have a distillation percentage recovered at 250oC of not higher than 65% by volume as determined by ISO 3405; and(g) have a density at 15oC of not higher than 0.835 kg/L as determined by ISO 3675.Note: In this Schedule-"IP" followed by a numerical symbol ("IP number") means the test procedures of the Institute of Petroleum commonly known by that IP number; "ISO" followed by a numerical symbol ("ISO number") means the test procedures of the International Organization for Standardization commonly known by that ISO number;"viscosity" means the viscosity of diesel as determined by ISO 3104.(Schedule 1 replaced L.N. 15 of 2002)Cap 311L Sched 2 SPECIFICATIONS OF UNLEADED PETROL[section 2]Any unleaded petrol shall-(a) contain not more than 0.005 gram of lead per litre as determined by EN 237;(b) contain not more than 0.015% by weight of sulphur as determined by ISO 14596;(c) have a motor octane number of not lower than 85 as determined by EN 25163;(d) have a research octane number of not lower than 95 as determined by EN 25164;(e) contain not more than 1.0% by volume of benzene as determined by EN 12177;(f) have a Reid vapour pressure of not more than 60.0 kPa as determined by EN 12;(g) contain not more than 42.0% by volume of aromatic hydrocarbons as determined by ASTM D1319;(h) contain not more than 18.0% by volume of olefins as determined by ASTM D1319;(i) (i) contain stabilizing agent if it contains methanol; and(ii) in any event, contain not more than 3% by volume of methanol as determined by EN 1601;(j) contain not more than 5% by volume of ethanol as determined by EN 1601;(k) contain not more than 10% by volume of iso-propyl alcohol as determined by EN 1601;(l) contain not more than 7% by volume of tertiary butyl alcohol as determined by EN 1601;(m) contain not more than 10% by volume of iso-butyl alcohol as determined by EN 1601;(n) contain not more than 15% by volume of ethers (containing 5 or more carbon atoms per molecule) as determined by EN 1601;(o) contain not more than 10% by volume of other oxygenates as determined by EN 1601;(p) contain not more than 2.7% by mass of oxygen content as determined by EN 1601;(q) have not less than 46.0% by volume evaporated at 100oC as determined by ISO 3405; and(r) have not less than 75.0% by volume evaporated at 150oC as determined by ISO 3405.Note: In this Schedule-"ASTM D" followed by a numerical symbol ("ASTM number") means the test procedures of the American Society for Testing and Materials commonly known by that ASTM number;"EN" followed by a numerical symbol ("EN number") means the test procedures of the European Standards commonly known by that EN number; "ISO" followed by a numerical symbol ("ISO number") means the test procedures of the International Organization for Standardization commonly known by that ISO number.(L.N. 156 of 2000; L.N. 15 of 2002)。

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