您的位置: 标准下载 » 国内标准 » 行业标准 »

SH/T 0303-1992 添加剂中硫含量测定法(电量法)

作者:标准资料网 时间:2024-05-19 08:58:24  浏览:9754   来源:标准资料网
下载地址: 点击此处下载
基本信息
标准名称:添加剂中硫含量测定法(电量法)
中标分类: 石油 >> 石油产品添加剂 >> 添加剂
替代情况:SY 2688-83
发布部门:中国石油化工总公司
发布日期:1992-05-20
实施日期:1992-05-20
首发日期:1900-01-01
作废日期:1900-01-01
提出单位:中国石油化工总公司
归口单位:石油化工科学研究院技术
起草单位:石油化工科学研究院
起草人:吴续源
出版社:中国标准出版社
出版日期:1900-01-01
页数:12页
适用范围

本标准适用于硫含量在0.5%-50%(m/m)范围内的非挥发性润滑油添加剂。添加剂中所含磷、氯、氮、锌及钙、钡等元素对测定结果无干扰。

前言

没有内容

目录

没有内容

引用标准

没有内容

所属分类: 石油 石油产品添加剂 添加剂
下载地址: 点击此处下载
【英文标准名称】:Electroplatedcoatings;acidsforelectroplating;requirements
【原文标准名称】:电镀层.电镀槽用酸.要求
【标准号】:DIN50973-1984
【标准状态】:现行
【国别】:德国
【发布日期】:1984-12
【实施或试行日期】:
【发布单位】:德国标准化学会(DIN)
【起草单位】:
【标准类型】:()
【标准水平】:()
【中文主题词】:电解质;杂质;盐酸;硼酸;硫酸;金属覆层;材料规范;规范(审批);要求;电解镀层;安全措施;储存;覆层;酸;电解;电镀;运输
【英文主题词】:transportation;storage;sulphuricacid;hydrochloricacid;metalcoatings;electrolytes;electrolysis;impurities;electroplating;specification(approval);acids;coatings;materialsspecification;safetymeasur
【摘要】:
【中国标准分类号】:A29;G11
【国际标准分类号】:5603
【页数】:2P;A4
【正文语种】:德语


Product Code:SAE AIR6007
Title:IN-FLIGHT THRUST DETERMINATION FOR AIRCRAFT WITH THRUST VECTORING
Issuing Committee:E-33 In Flight Propulsion Measurement Committee
Scope: Thrust vectoring presents new in-flight thrust determination challenges that are only briefly touched on in previous AIR reports. Two of the new engine testing challenges are the requirement for multiaxis thrust measurement and the collection of exhaust gases when engine altitude test facilities (ATF) are required. Engines for commercial applications are usually only concerned with calibrating thrust in the axial (thrust/drag) axis. Most aircraft that utilize thrust vectoring, especially for control/maneuverability, must calibrate engine thrust not only in the thrust/drag axis but also in the vertical (normal/lift axis plus pitching moment) or lateral components (side axis plus yawing moment) for single axis thrust vector systems depending on the vectoring direction; for multiaxis thrust vector systems, the thrust/drag axis as well as longitudinal and lateral thrust components must be calibrated. In addition, if thrust is to be used for an aircraft control function, the accuracy requirement for each component will be strictly imposed. In an ATF, collection of exhaust gas from a nozzle that may be moving relative to the facility exhaust collector will be an issue. A variable geometry collector may be required and if manual relocation of the collector is required, a significant penalty in test time and cost will be incurred. Another major challenge for military thrust vectoring engine systems will be the definition of an appropriate control volume. The control volume for nonvectoring commercial applications is generally drawn around the nacelle and part of the pylon thus assuming that thrust effects on the rest of the airplane are minimal. For thrust vectoring military installations, the engine and nozzle are usually tightly integrated with the airframe and throttle dependent thrust effects (known as jet interference effects) are known to spread over much of the configuration and have significant effects on lift and drag. These challenges (and others) must be addressed for successful determination of in-flight thrust of thrust vectoring engine installations. The purpose of this document is to provide guidance on in-flight thrust determination of engines that are impacted by intentional or unintentional thrust vectoring. For simplicity and coherence of purpose, this document will be limited in scope to multi-axis thrust vectoring nozzles or vanes attached to the rear of the engine; single-axis thrust vectoring and unintentional thrust vectoring (fixed shelf or deck configuration) are special cases of this discussion.
Rationale: Thrust vectoring presents new in-flight thrust determination challenges that are only briefly touched on in previous AIR reports. Two of the new engine testing challenges are the requirement for multiaxis thrust measurement and the collection of exhaust gases when engine altitude test facilities (ATF) are required. Engines for commercial applications are usually only concerned with calibrating thrust in the axial (thrust/drag) axis. Most aircraft that utilize thrust vectoring, especially for control/maneuverability, must calibrate engine thrust not only in the thrust/drag axis but also in the vertical (normal/lift axis plus pitching moment) or lateral components (side axis plus yawing moment) for single axis thrust vector systems depending on the vectoring direction; for multiaxis thrust vector systems, the thrust/drag axis as well as longitudinal and lateral thrust components must be calibrated. In addition, if thrust is to be used for an aircraft control function, the accuracy requirement for each component will be strictly imposed. In an ATF, collection of exhaust gas from a nozzle that may be moving relative to the facility exhaust collector will be an issue. A variable geometry collector may be required and if manual relocation of the collector is required, a significant penalty in test time and cost will be incurred. Another major challenge for military thrust vectoring engine systems will be the definition of an appropriate control volume. The control volume for nonvectoring commercial applications is generally drawn around the nacelle and part of the pylon thus assuming that thrust effects on the rest of the airplane are minimal. For thrust vectoring military installations, the engine and nozzle are usually tightly integrated with the airframe and throttle dependent thrust effects (known as jet interference effects) are known to spread over much of the configuration and have significant effects on lift and drag. These challenges (and others) must be addressed for successful determination of in-flight thrust of thrust vectoring engine installations. The purpose of this document is to provide guidance on in-flight thrust determination of engines that are impacted by intentional or unintentional thrust vectoring. For simplicity and coherence of purpose, this document will be limited in scope to multi-axis thrust vectoring nozzles or vanes attached to the rear of the engine; single-axis thrust vectoring and unintentional thrust vectoring (fixed shelf or deck configuration) are special cases of this discussion.