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1、_ oc 621.12.018.7:629.12 r This copy is an English version of Japanese Industrial Standard prepared by Japanese Standa s Association, the copyright holder. is prohibited. J Any fu irR er reproduction without permission IS This standard was revised in 6, pzcj JAPANESE INDUSTRIAL STANDARD / Terminolog
2、y and Definition of Output of Propulsion Machinery Installed in Ships JIS ,-*-.- I * I l Translation without guarrniee I standard in Japanese is to be evidence : : In the event of any doubt arising. the original i I Translated Japanese Standards Association 1-21. Akasaka 4, Minato-ku Tokyo i 07 Japa
3、n JSA, Copyright Japanese Standards Association Provided by IHS under license with JSALicensee=IHS Employees/1111111001, User=Wing, Bernie Not for Resale, 03/13/2007 07:50:00 MDTNo reproduction or networking permitted without license from IHS -,-,- JAPANFSE STANDARDS ASSC1AT ION JAPANESE INDUSTRIAL
4、STANDARD SIS Terminology and Definition of Output of Propulsion Machinery Installed i n Ships F0401-1976 1. Scope This Japanese Industrial Standard specifies the terminology and de- finition of output of propulsionmachinery installed i n ships. Remark: In t h i s standard, the units and numerical va
5、lues i n are in accordance with the International System of Units (SI), and are given for reference only. .I - * - 2. Output The output shall be classified into four categories, namely normal output, maximum continuous output, overload output and astern output as defined below. In defining the numbe
6、r of revolution of main shaft cor- responding to each output, the condition where the ship is sailing fully loaded shall be taken as the standard. (1) Normal Output The normal output shall be the output normally used to attain the service speed and shall be the economical output from the viewpoint o
7、f efficiency and maintenance of the engine. (2) Maximum Continuous Output The maximum continuous output shall be the maximum output at which the engine can safely and continuously work. This shall be taken as the basis for strength calculation of the engine, and the nominal output of engine shall be
8、 derived from this. This shall be taken as the unit i n representing partial-output. (3) Overload Output The overload output shall be the output which the engine - 1 - Copyright Japanese Standards Association Provided by IHS under license with JSALicensee=IHS Employees/1111111001, User=Wing, Bernie
9、Not for Resale, 03/13/2007 07:50:00 MDTNo reproduction or networking permitted without license from IHS -,-,- JAPANESE STANDARDS can develope over the maximum continuous output for a short time. - (4) Astern Output The astern output shall be the maximum output for moving the ship astern. 3. Value of
10、 Output The value of output shall be determined as follows, thereby the unit PS kW) shall be used. (1) Shaft Output (Symbol: S.H.P.) This is the output transmitted to propulsion shafting and is measured with a torsion meter or the like. The measuring position shall be specified, and i n general the
11、standard posi- tion shall be on the aftermost intermediate shaft. This mainly applies to propulsion steam turbines. (2) Brake Output (Symbol: B.H.P.) This is the output transmitted to the shaft coupling of re- ciprocating engine and is measured with a hydraulic dynamometer or the like. the after end
12、 of main engine shaft, provided, for an engine The measuring position shall be at the coupling to integral with thrust bearing, it shall be at the coupling to the after and of thrust shaft. This mainly applies to propulsion internal combustion engines. (3) Indicated Output (Symbol: I.H.P.) This is t
13、he output developed i n the cylinders of reciprocating engine and is calculated from mean effective indicated pressure, diameter of piston and piston speed. 4. Ratios between Various Outputs The ratios between various outputs differ depending on the type of propulsion engine. They shall as a rule be
14、, referring to the maximum - 2 - Copyright Japanese Standards Association Provided by IHS under license with JSALicensee=IHS Employees/1111111001, User=Wing, Bernie Not for Resale, 03/13/2007 07:50:00 MDTNo reproduction or networking permitted without license from IHS -,-,- STD-JIS F 0401-ENGL 1987
15、W 4933b08 05Li2938 217 JAPANESE STANDARDS ASCBCIAT?ON continuous output, 80 to 95 % for normal output, 105 to 110 % for overaload output and 40 to 60 X for astern output, - 3 - Copyright Japanese Standards Association Provided by IHS under license with JSALicensee=IHS Employees/1111111001, User=Wing
16、, Bernie Not for Resale, 03/13/2007 07:50:00 MDTNo reproduction or networking permitted without license from IHS -,-,- - _ - - - - STDOJIS F 0401-ENGL It787 Li733b08 0542939 153 m JAPANESE STANDARDS JIS F 0401-1976 Terminology and Definition of Output of Propulsion Machinery Installed in Ships, Desc
17、ription 1. Aim of Establishing the Standard For expressing the output of marine propulsion machinery various terms had been used so far. Therefore there had been various inconveni- ences in planning ships. This standard was taken up for the purpose of eliminating such inconveniences by unifying the
18、terms for expressing the output of propulsion machinery and by making their definitions clear. 2 . Progress of Establishing The draught of this standard was deliberated by the Kant District Committee of Divisional Council for Machinery of Japan Shipbuilding Industry Standards Association (Afterward
19、re-organized into Japan Marine Standards Association) led by Mr. Tamasawa (member of the cormnittee), in three sessions starting in April 1949. The final draught was then approved by the Machinery Design Technical Committee of Divisional Council for Shipbuilding Engineering of Japan Industrial Stand
20、ards Committee in May 1950. When this draught was presented to the 8th Divisional Council for shipbuilding Engineering, an objection was raised to it concerning hull engineering. and was discussed again by the committee. possible to complete the draught only by the members from machinery field. Cons
21、equently it was decided to establish newly a technical comaittee for “Terminology and Definition of Output of Propulsion Machinery Installed in Ships“ composed of members from shipbuilders, ship owners and others. Then it was returned to the technfcal cornittee in July 1950 If was concluded that it
22、was im- In - 4 - Copyright Japanese Standards Association Provided by IHS under license with JSALicensee=IHS Employees/1111111001, User=Wing, Bernie Not for Resale, 03/13/2007 07:50:00 MDTNo reproduction or networking permitted without license from IHS -,-,- - STDoJIS F 0401-ENGL 1989 W Li933b08 054
23、2940 975 STANDARD the first session O the committee held in h y 1951 no conclusion was reached. It was decided to consult with the Society of Naval Architects about the sea speed and others quoted in the draught, and the draught was sent to the societys Committee for the establishment of ship design
24、ing standards. Upon discussion, the committee gave back its comment on the draught as a whole from the viewpoint of hull engineering. The technical committee of the Japanese Industrial Standards Committee, in its 2nd session held in August 1951, discussed the draught with reference to the comment an
25、d concluded the matter. As a result this standard was established. At the 1st review 3 years later, as a result of discussions through a few sessions under complicated circumstances, a partial revision and the addition of English translations of outputs were enforced in April 1958. with the complete
26、 enforcement of the Law of the Metric System of Units in 1960, the unit symbols of British horsepower, SHP, BHP and IHP, were de- In accordance leted. only a partial revision was enforced due to diversity of opinion. At the next review, though there was a plan of extensive revision, 3. Outline of St
27、andard The problem of terming and defining the outpiits of marine propulsion machinery is very difficult, though it seems simple at first sight. the first problem, the outputs differ widely depending upon whether the For propul.sion engine is dealt with alone, or it is dealt with as installed in shi
28、p state. deliberation of this standard. This was the point discussed in particular in the course of It was finally decided that the outputs of propulsion engine alone should not be dealt with in the standard, but the terminology and definition of output of propulsion machinery installed in ships sho
29、uld be established. - 5 - Copyright Japanese Standards Association Provided by IHS under license with JSALicensee=IHS Employees/1111111001, User=Wing, Bernie Not for Resale, 03/13/2007 07:50:00 MDTNo reproduction or networking permitted without license from IHS -,-,- 4. Contents (1) In 1. the descri
30、ption Itoutput of propulsiox machinery installed i n ships indicates i n particular that the outputs are not those of the propulsion engine proper. PS 13677.5 kW) output by itself might only supply a net output of 4000 PS 12942.0 kW) where it is installed i n a ship and considered together with its
31、related installations, such as shaft- For e x l e , as engine of 5000 ing, boiler and auxiliary machinery. Parucular attention is t o be paid to this point. (2) In 2. four categories of output were termed and defined, namely normal, maximum continuous, overload and astern. The normal output had been
32、 called ecmomical output or navi- gation output so far. It was decided to call it normal output, noticing that the output was normally develaped to attain navi- gation speed. most economical from the viewpoint of efficiency and maintenance. It is natural that at t h i s autput the engine is The “max
33、imum continuous output“ had been called “rated output or %axintun normal output“ so far. Though she term “rated output“ seemed most popular, it was often used ambiguously. “maximum continuous output“ was adopted according to the opinion The term that ambiguity should be discarded. for strength calcu
34、lation and corresponds to nominal output. ingly this output is taken as the basis in applying various rules. This output gives the basis Accord- The overload output: is defined as the output which can be used for a short t i m e over the maximum continuous output. The “short time“ is specified i n J
35、IS F 4304 (Shop Test Code for Marine Internal , Combustion Engine for Propelling Use) The astern output comes i n question manly for turbine ships, - 6 - Copyright Japanese Standards Association Provided by IHS under license with JSALicensee=IHS Employees/1111111001, User=Wing, Bernie Not for Resale
36、, 03/13/2007 07:50:00 MDTNo reproduction or networking permitted without license from IHS -,-,- and is determined as the maximum output for moving the ship astern. A t the 1st review a lively discussion was made on the fully loaded condition, concerning that there could be a variety of conditions an
37、d sea margine should be taken into account. The expression was l e f t unchanged, because sea margine differed de- pending on the type of ship and sailing route, could not be given definite ground, and was difficult to be expressed i n the standard. A t the 3rd review the problem was discussed again
38、. it was con- firmed that the expression involved the concept of sea margine, and so the number of revolution was t o be considered under the effect of sea, weather, bottom fouling and so on, and the expres- sion i n the standard was l e f t unchanged. Concerning the terming of outputs a comment was
39、 presented that “maximum continuous output“ and “overload output“ i n particuiar have disadvantages to foreign trade. But no appropriate alter- native was found. “Astern output“ was f i r s t termed “maximum continuous output i n astern running,“ but it was altered to simple “astern output“ at the 1
40、st review t o prevent confusion with the definition of 11 maximum continuous output“ i n ahead running. The concept of “safety workable“ was deleted, as it was not always correct. In consideration of foreign trade, English equivalents to the terms of outputs were added. In 3. presentation of output
41、values and the method and position of measurement were specified. - 7 - Copyright Japanese Standards Association Provided by IHS under license with JSALicensee=IHS Employees/1111111001, User=Wing, Bernie Not for Resale, 03/13/2007 07:50:00 MDTNo reproduction or networking permitted without license f
42、rom IHS -,-,- JAPANESE Though I.H.P. was sometimes used for diesel engines, the opinion preferring the unification into B.H.P. was accepted. For extraordinary cases such as the compound engine of steam reciprocating engine and turbine nothing is specified, and any suitable presentation may be adopte
43、d. When the measuring position is different from the specifi- cations, the measured value should be corrected as appropriate. Following the complete enforcement of the Law of the Ketric System of Units in 1960, the abbreviations I.H.P., B.H.P. and S.H.P. were mechanically deleted from the text of th
44、e standard, being mistaken for units. to understand. At a later review various efforts were made to This made the sentence of 3. very hard revise that point, acd at last the defect above was correcte. It is usual that the output of a reciprocating engine fitted with hydraulic coupling or reduction g
45、ear is represented by B.H.P. before the coupling or reduction gear, and by S.H.P. after that. Formulae for calculating outputs are given below for reference. ( a ) Indicated output: (8) ( i ) Steam reciprocating propulsion engine I.H.P. = CCpN where I.H.P.: Indicated output (PS) kW) P: Mean effectiv
46、e indicated pressure (kgf/cm2) MPa) (for upper or lower surface of each piston) N: Number of revolution of crank shaft (rpm) min-l LA C: Cylinder constant = - 4500 - 8 - Copyright Japanese Standards Association Provided by IHS under license with JSALicensee=IHS Employees/1111111001, User=Wing, Berni
47、e Not for Resale, 03/13/2007 07:50:00 MDTNo reproduction or networking permitted without license from IHS -,-,- A: Area of upper or lower surface of piston (cm 2 ), provide5 sectional area of piston rod being reduced. L: Stroke ( m ) (ii) Internal combustion propulsion engine The formula is the same
48、 as that for steam reci- procating propulsion engine, or I.H.P. = (cp) (CN) where C: Cylinder constant for 4-stroke cycle c = - LA 9000 4500 c = - LA for 2-stroke cycle (b) Shaft output: - S.H.P. = KRN where S.H.P.: Shaft output (PS) kW) K: Output constant R : N: Reading on meter (torsion factor) Number of revolution of main shaft (rpm) m i n - ) For Hopkinson-Thring torsion meter where G: Modulus of ri