Bug Fix: Cannot play Audio CD in Windows ME when running on DMA mode.
Bug Fix: Support some devices which interrupt with the assertion of DRQ after receiving ATAPI Packet Command.
Bug Fix: Check the two channels to see whether the IBM buggy disk attached on the slave, and no Master attached on the related channel. We must skip all reset commands if the above conditions exist.
Bug fix: Cannot format LS-120 disk in Windows XP.
Bug fix: Cannot recognize CD-RW in Windows XP.
Bug fix: Support IDE SMART commands in pure IDE mode.
Bug fix: Support VCD playback in Windows ME.
Bug Fix: S4 resume failure on certain MB.
Bug Fix: NU 8x DVD write failure when running UDMA mode.
Bug fix IT8212 : several hard disks format pretty slow when capacity exceeds 130GB.
This In House Test Method of Tensile Testing Device describes the method of test in order to determine the strength of attachment of press-studs (poppers) to textile materials used in garments.
PRINCIPLE
The correct numbers of test specimens are to be prepared and tested as specified within this test method in order to achieve a performance assessment of the product/fabric as described within the scope.
A sample is taken from the garment, consisting of a sandwich of several fabric layers through which a press-stud (popper) has been applied. This is subjected to a known load, applied in such a way that the fabrics apply forces across the two halves of the press-stud component in opposing directions, thus tending to prise the two halves apart. Male and female halves of the press-stud (popper) are tested separately.
EQUIPMENT
Tensile testing device of the constant rate of elongation type, capable of determining the applied load to ±5% accuracy at a rate of traverse 50 ±5mm/minute.Jaw width 50mm Gauge length Variable to suit test specimens being evaluated.
CONDITIONING
The test specimens are to be conditioned in the standard atmosphere of 65% Relative
Humidity (RH) +/- 2% and 20°C +/- 2°C for a minimum of 4 hours. All tests should also be
carried out in this atmosphere.
Specification
Force range: 10 ~ 1000N
Test travel: 350 mm
Sensing method: push pull meter
Test speed: 5 ~ 300mm / min adjustable (can be
customized)
Power System: AC motor
Volume: 560 × 345 × 1080 mm
HEATH & SAFETY
Safety goggles must be worn.
PREPARATION OF TEST SPECIMENS / MATERIALS
Prepare the specimens as described in 5.2 such that the fabric strip has a maximum length and width (up to 200mm length and 50mm width), with one male, or one female, press-stud (popper) component positioned centrally within the width and as centrally as possible in the length direction. Testing press-stud/Fabrics removed from the garment. Cut a parallel strip of fabric from the garment that contains a single male, or female, press stud (popper) component such that:
The press-stud (popper) component is positioned centrally in the width of the fabric strip.
The width of the fabric strip is at least 20mm (up to a maximum of 50mm).
The press-stud component is positioned approximately centrally in the length-wise direction of the fabric strip.
The length of fabric on either side of the press-stud (popper) is between 25mm and 100mm. Note: Ensure that all four edges of the fabric strip have been cut. It may be necessary to separate the layers of fabric by cutting through lines of stitching.
TEST PROCEDURE
Grip the test specimen in the jaw of the Tensile Testing Device in the manner shown in Diagram
Determine the force to remove the press-stud (popper) component.
Test a minimum of three male and three female components.
ASSESSMENT OF RESULTS:Ensure that comments as to how the components have broken down are reported.
REPORTING OF RESULTS
The number of male and female press-stud (popper) components tested.
The average press-stud (popper) removal force for the male and female components separately.
Conclusion
The minimum press-stud (popper) removal force for the male and female components separately by Tensile Testing Device
Multi
Language operation system (Chinese), English,)
Model: HD:-7 New Technology High Speed Type
Intake Body European Quality Embroidery Machine.
915 (360*500*750mm)
Normal Flat With Double Sequin Embroidery Machine, 9 Needle, 15Head, 36cm Head
to Head distance, 50cm Alternative system, pantograph with 75 cm Working area
only
USB Port for data transfer.5’’ LCD Model (328) Color Monitor latest Beijing DAHAO Brand Copy Dahao Computerized Control system.
Frame protection, use better quality 02 sets dhaho Servo Motor for X-Y direction.
Main motor 2.5 KW dhaho.
Max speed : 200-850 RPM.
High Speed Single Cam Double Reciprocator, With Jam Motor.
Arm-80mm.
Rotary hook(Hirose Japan) and Haya bobbing case.
5 Cm belt(S 5m).X – 2Belt & Y – 4 Belt.
300 x 300 x 10mm beam, Down beam large size with 2 L support.
1. Machine voltage
consumption: Three phase 380 or single phase 220 voltage, 50 HZ, 3 KVA
2. Machine Power capacity:
Our machine power capacity is 3.0 KW.
3. Machine RPM: Our machine
RPM 200-850.
4. Machine color: Our
machine color is Tajima Green color.
Terms &
Conditions:
1. Terms of
payment : By an irrevocable 100% L/C at sight. Transshipment allowed but
partial shipment not allowed. Other charges of outside of Bangladesh and local
factory site will be at beneficiaries A/C.
2. Country of Origin: China.
3. Packing Plastic Packing,
Two sets machine in one container.
4. Warranty : 1 YEAR.
5. HS Code : 84479000.
6.Inspection: Buyer
inspection to be final.
7. Shipment: Within 30 days
after receipt of original L/C.
8. Destination: UP TO FLOOR.
9. Brand JIADAI.
10.Payment Type: 100% CASH.
COMMON EMBROIDERY DEFECTS
Bunching at Corners
DESCRIPTION: Where the corners of lettering or shapes are not sharp and crisp but are bunched up or distorted. Usually caused by too much thread in the corners due to poor digitizing. This includes: 1) Not using appropriate stitch selection, 2) Not using “Short” stitches in corner, and 3) Poor stitch balance – thread too loose.
SUGGESTED SOLUTIONS: Generally, can be corrected by digitizing properly: 1) Using appropriate stitch selection, and 2) Using “short” stitch cornering, and 3) Correcting stitch balance.
Embroidery too Thick
DESCRIPTION: Where the embroidery is too thick and uncomfortable. Can be caused by too high of a stitch density or not using the correct backing for the application.
SUGGESTED SOLUTIONS: Generally, can be corrected by: 1) Digitizing properly (Using appropriate stitch selection, using fewer stitches, and using “short” stitches on corners); 2) Making sure stitch is balanced properly; 3) Using smaller thread size; and 4) Using the correct backing (Using correct type and weight).
Fabric Damage – Needle Holes
DESCRIPTION: Where the fabric is damaged around the corners of the Best Multi Needle Embroidery Machine . Caused by: 1) Not using the correct type and size of needle; 2) Putting too many stitches in the same location; and 3) Not tearing tear-away backing properly, allowing the fabric to be damaged as the stitches are pulled out. SUGGESTED SOLUTIONS: Generally, can be corrected by: 1) Digitizing properly; 2) Reducing the stitch count in the corners; 3) Using the correct type and size of needle; and 3) Using a ball point needle as small as possible.
Fabric Grin Through or Gapping
DESCRIPTION: Where the fabric is seen through the embroidery design either in the middle of the pattern or on the edge.
SUGGESTED SOLUTIONS: Generally, can be corrected by: 1) Digitizing properly (Using appropriate underlay stitches, increasing stitch density, using different fill stitch pattern or direction, or compensating for “Pull” of thread by overlapping fill and satin border stitches); and 2) Using appropriate topping. Example
Missed Trims ________________________________________________________ DESCRIPTION: Where threads are left on the embroidery pattern between images or lettering. Thread trims are digitized when changing colors and when moving from one location to another using “jump” stitches.
SUGGESTED SOLUTIONS: Generally, can be corrected by: 1) Digitizing properly (Using appropriate number of trims, using appropriate tie-off stitches, or replacing trimming knives when necessary); and 2) Hand trimming missed trims using trimming snips.
Poor Coverage – Poor Stitch Density
DESCRIPTION: Where the stitch density is not thick enough and you can see through the embroidery stitching.
SUGGESTED SOLUTIONS: Generally, can be corrected by: 1) Digitizing properly (Using appropriate stitch selection, using more stitches, and using underlay stitches); and 2) Using appropriate backing & topping.
Poor Hooping
DESCRIPTION: Where the fabric around the Best Multi Needle Embroidery Machine looks distorted and does not lay flat.
SOLUTIONS: Generally, can be corrected by: 1) Using appropriate backing & topping, 2) Making sure sewing operators hoop the garment properly without stretching the fabric too much prior to putting it in the hoop, and 3) Pressing or steaming hoop marks.
Poor Registration
DESCRIPTION: Where the stitches and design elements do not line up correctly. The embroidery sewing process sews different colors at different times. If the fabric shifts while one color is being sewn, then poor registration will occur when the next color is sewn. Sometimes it is difficult to tell the difference between poor registration, poor digitizing, and fabric “grin-through” or “gapping” due to thread “pull”.
SUGGESTED SOLUTIONS: Generally can be corrected by: 1) Digitizing properly (using appropriate underlay stitches); and 2) Hooping properly (using correct backing to prevent excessive material flagging).
Poor Stitch Balance
DESCRIPTION: where white bobbin thread shows on the topside of the embroidery. Ideally, the needle thread should be held on the underside of the seam, and not ever be pulled up to the topside. Proper stitch balance can be checked on the underneath or backing side of the embroidery by looking for 2/3 needle thread to 1/3 bobbin thread on Satin stitches.
Best Multi Needle Embroidery Machine: Generally, can be corrected by: 1) Using quality embroidery needle thread, 2) Using quality pre-wound bobbins, and 3) Setting machine thread tensions correctly. End of Best Multi Needle Embroidery Machine
All Wartsila Power Plant needs compressed air the process-compressed air technologies systems are divided into two different systems: Read about Diesel Air Compressor
Starting Air System
Used for starting of the engine
Back up control air
Pressure 30 bar
Control Air System(also called Instrument Air)
Used by pneumatically controlled components in the power plant
Pressure 7 bar
Used as working air for tools etc.
The specifications of Starting Air Compressor of JPP
are following:
Rated Power…………………………..11 KW
Rated Voltage…………………………380/415 V
Rated Current………………………….22.2/20.5 A
Power Factor…………………………..90.1
No. of phase……………………………Three
compressed air technologies by 3-compressor then it is passed through a cooler. The compressed air from cooler is stored in air vessel. The Distributor supplies the starting air to cylinder as firing order.
The starting air unit has an
outlet line with a pressure reducer, connected to the instrument air system.
This enables the starting air unit compressor. The instrument air unit supplies
air at lower pressure to pneumatically operated devices on the engine and in
the auxiliary system.
The specifications of Instrument compressed air technologies of JPP are following:
Model…………………………………..UP52210 Rotary
Serial No………………………………..32054
Capacity…………………………………3.11 m3/min
Rated Pressure……………………………1.0 MPa
Rated power………………………………22 KW
Following specification is for Air dryer:
Model…………………………D3001N
Rated Air Flow………………5000 L/min
Rated Power………………….1.43 KW
Rated Pressure………………..14 Bar
Maximum Temperature……….60 C
Charge Air
The
main function of the charge air system is to provide the engine with clean and
dry combustion air of sufficient quantity and quality.
The
combustion air (charge air) to the engine is drawn from outside the building (open
air).
The air is drawn through the air intake filtration unit via a pipe system provided with a charge air silencer into the turbochargers installed to the engine. The compressed charge air is cooled in the charge air coolers before it enters the engine’s charge air receiver.
Exhaust System The exhaust gas system leads the exhaust gases to turbocharger and after that out of the power house, thus ensuring that emissions and noise are kept on an acceptable level. The exhaust gas system consists of pipes, flexible bellows to compensate for thermal expansion, and an exhaust gas silencer. The exhaust gas system is equipped with a ventilation unit and explosion vents located at strategic places
Ignition System of compressed air technologies
Ignition is initiated by a spark plug.
The control system determines the timing of the
spark.
The
high voltage (20-25 KV) link between the ignition coil and the spark plug.
The whole Fuel Delivery System of the gas engine is observed form a control room adjacent to the engine room. The Shift engineer is responsible for activities in the control room. He is assisted by other engineers to take regular readings from different instruments of the control room. In case of any emergency the engineers can shut down any engine even the whole plan, if they want from the control room. It has Gas Diffusion Apparatus Unit
Gas Generator Specification
Serial Number…………………………… PAAE106678898
Engine Type……………………………… V-engine
Cylinder Bore……………………………. 340mm
Stroke…………………………………….. 400mm
No. of Cylinder…………………………… 20
Firing order……………………………….. Al -El -A7-B7-A3-B3-A9-B9-A5-B5-Al
0-Bl0- A4- B4-A8-B8-A2-B2-A6-B6
Speed…………………………………….. 720/750 rpm
Mean Piston speed…………………………10 rn/s
Engine Weight…………………………….86 tones
Engine Capacity……………………………9000 KW
Engine Output …………………………….8700 kW
Rotation……………………………………CCW
Electrical Efficiency………………………..46.5%
Gas Engine Components
The Engine Block Exhaust Valves
The Cylinder Liner Turbocharger
Main Bearing Charge Air Cooler
Crankshaft Oil Sump
Pistons Centrifugal Filter
Cylinder Head Pre-Combustion chamber (PCC)
Inlet Valves Main Combustion Chamber (MCC)
Control room of Gas Engine
The whole operation of the engine is observed form a control room adjacent to the engine room. The Shift engineer is responsible for activities in the control room. He is assisted by other engineers to take regular readings from different instruments of the control room. In case of any emergency the engineers can shut down any engine even the whole plan, if they want from the control room
he whole operation of the engine is observed form a control room adjacent to the engine room. The Shift engineer is responsible for activities in the control room. He is assisted by other engineers to take regular readings from different instruments of the control room. In case of any emergency the engineers can shut down any engine even the whole plan, if they want from the control room
Before Starting Condition of Gase Engine
Low lube oil pressure
HT water temperature >45C
Starting air pressure >(18-32) bar
Engine speed=750rpm
Valve power supply>24 v DC
Turning gear disengaged
Exhaust gas ventilation
Engine is not running
Stop command inactive
Shut down alarm inactive
Tripping alarm inactive
Breaker truck in service
Pre lubricating performed
PLC — WECS communication.
Details of Various Systems of JPP
Fuel Delivery System or Gas System
Lube oil System
Cooling System
Compressed Air System
Charge Air and Exhaust System
Ignition System
Other Equipment (Miscellaneous).
Details of Various Systems of JPP
Fuel or Gas System
Lube oil System
Cooling System
Compressed Air System
Charge Air and Exhaust System
Ignition System
Other Equipment (Miscellaneous).
Fuel System
The purpose of gas Fuel Delivery System is to provide the engine with clean gas fuel at right pressure. Before start the gas fuel system for the engine the following should be checked:
Make a visual check of the entire unit (all connections are installed and secured).
Dispose of any unsecured items.
Ensure that the engine room is well ventilated and gas free.
Check that the main gas valve on the gas regulating unities closed.
Check that the gas inlet pressure is normal.
Check that the control air pressure is sufficient to operate the system.
Check that the electrical control system is active & power available.
Control the gas regulating unit is functioning properly.
Control that the shut –off valves are tight.
Operation of fuel System
The Fuel Delivery System in JPP is Gas. The gas is supplied to the engine through a regulating unit. This unit includes filter, pressure regulator, shut-off valves and ventilating valves. The unit has separate outlets for the main gas and pre-chamber gas. The gas outlet pressure in the unit is controlled by the engine system (WECS) according to engine control. On the engine, the gas is led through a common pipe via individual fed pipes to each cylinder. A separate pipes system provides the pre-chambers with gas.
The normal operation
and supervision of the gas regulating unit consist mainly of simple daily
checks, such as:
Check temperature & pressure in the system.
Check the pressure drop over the filtration unit.
Shut-down of Fuel Delivery System
Normal Shutdown –
Close the main gas inlet Valve on the train.
Close the main shut –off valve outside the building
Open the manual ventilation valve if the gas regulations unit shall be shut down for any prolonged time.
Emergency Stop –
If the engine
condition requires an immediate stop of the supply to the engine or engine
room, an emergency stop must be performed as follows:
Shut – down the engine – use any of the emergency stop buttons.
Close the main gas inlet valve.
Lubricating oil system
The primary function of the Lubricating system is to provide the engine with a sufficient quantity of clean LO at the required pressure and temperature. The LO lubricates the engine and removes heat and contaminations generated by the combustion process
Operation of LO System
Following readings and
measurements have to take and fill up the log book daily:
Check the oil level in the engine sump.
Check the Function of the centrifugal filter.
Check the Pressure drop over the automatic
filter.
Check the Pressure and temperature of the
system.
Check the System for leaks.
Shut down of LO system:
In AUTO position the sump starts
when the engine is stopped and respectively stops when the engine starts.
Cooling System
The main
function of the engine cooling system is to remove the heat generated by the
normal functions of the engine. The cooling system is provided into a HT &
LT circulation system. Each system is fitted with its own circulation pump
driven by the engine.
The HT circuit cools mainly the cylinders and the cylinder heads. A centrifugal pump circulates the water through the HT circuit. The LT circuit cools the charge air cooler and the lube oil cooler. The common circuit is cooled by radiator units.
In reciprocating
engine, following are sources of heat from where cooling water carries away
heat:
Engine Block
Cylinder Liner
Cylinder Head
Charge Air Cooler
Lube Oil Cooler
Turbocharger, in case it is water cooled
The specifications of Radiator of JPP are following:
Motor Power Capacity…………………………….7.5 KW
Total Radiators Fans………………………………48
Speed………………………………………………725 rpm
Space between Cooling Fins………………………2.5 mm
Internal of Cooling Fan per Radiator of Fuel Delivery System………………6
