This specification covers two grades of burner fuel consisting of triglycerides and naturally occurring constituents of triglycerides including monoglycerides, diglycerides, and free fatty acids and distinguished by the pour point. The triglyceride burner fuels, Grade TBF5 and Grade TBF6, are intended for use in commercial or industrial air or steam-atomized fuel oil burning equipment manufactured under various climatic and operating conditions for the purposes of heat generation. This specification describes the properties and limits for triglyceride burner fuels to provide acceptable performance in liquid fuel burning equipment. It also addresses significance and use, sample collection and handling, and properties that are those of greatest significance in obtaining acceptable performance of the burner. The requirements enumerated in this specification shall be determined in accordance with the following ASTM test methods except as noted: pour point (Test Method D97), flash point (Test Method D93, Procedure B, except when other methods may be prescribed by law), water and sediment (Test Method D1796), viscosity (Test Method D445), density (Test Methods D1298, D4052, D5355, or D7042), titer (Test Method D1982), acid number (Test Method D664), ash (Test Method D482), sulfur (Test Method D4294), insolubles (Grade TBF5 and Grade TBF6) (Test Method D128, Section 12, Method 1), and heating value (heat of combustion) (Test Method D240).1.1 This specification covers two grades of burner fuel consisting of triglycerides and naturally occurring constituents of triglycerides including monoglycerides, diglycerides, and free fatty acids and distinguished by the pour point. The grade designation (TBF) identifies them as triglyceride burner fuels.1.2 The triglyceride burner fuels specified are intended for use in commercial or industrial air or steam-atomized fuel oil burning equipment manufactured from materials compatible with fuels having an acid number as specified in Table 1 and under various climatic and operating conditions for the purposes of heat generation. The fuels specified herein are not intended for blending with conventional fuel oils for this purpose. They are not intended for use in burners <0.32 GJ/h (0.3 × 106 BTU/h) such as residential burners or small pressure atomization burners nor are they intended for use in internal combustion engines or marine applications.NOTE 1: For information on the significance of the terminology and test methods used in this specification, see Appendix X1.1.3 This specification does not address the frequency with which any particular test shall be run.1.4 Nothing in this specification shall preclude observance of national or local regulations, which can be more restrictive.1.5 The text of this standard references notes and footnotes that provide explanatory material and shall not be considered as requirements of the standard. The table in this standard references footnotes, and these are to be considered as requirements of the standard.1.6 The values given in SI units are to be regarded as the standard. The values given in parentheses are for information only.1.7 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.8 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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定价： 590元 加购物车

定价： 1515元 / 折扣价： 1288 元 加购物车

定价： 590元 加购物车

定价： 590元 加购物车

5.1 This test is designed to be used as a rapid measure of the overall relative corrosivity of Ethanol Fuel Blends (Specification D5798) and Denatured Fuel Ethanol (Specification D4806) to iron (steel).5.2 The test can be used to compare corrosion inhibitor dosage levels and effectiveness of various corrosion inhibitors as they pertain to protecting iron (steel) materials from corrosion.1.1 This test method measures the ability of inhibited and uninhibited Ethanol Fuel Blends defined by Specification D5798 and Denatured Fuel Ethanol defined by Specification D4806 to resist corrosion of iron should water become mixed with the fuel, using an accelerated laboratory test method. Corrosion ratings are reported based on a visual, numbered rating scale.1.2 The values stated in SI units are to be regarded as standard. The values in parentheses are for information only.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific hazard statements are given in Sections 7 and 8.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 This test method measures the concentration of cellular-ATP present in the sample. ATP is a constituent of all living cells, including bacteria and fungi. Consequently, the presence of cellular-ATP is an indicator of total metabolically active microbial contamination in fuels. ATP is not associated with matter of non-biological origin.5.2 This test method is similar to Test Method E2694 except for the volumes sampled.5.3 This test method differs from Test Method D4012 in that it utilizes filtration and wash steps designed to eliminate interferences that have historically rendered ATP testing unusable with complex organic fluids such as fuel and fuel-associated water.5.4 This test method differs from Test Method D7463 in several regards:5.4.1 Test Method D7463 reports relative light units (RLU). Consistent with Test Methods D4012 and E2694, this test method reports ATP concentration.5.4.2 This test method detects only cellular-ATP and it can be used to detect cellular-ATP in fuels and fuel stocks from which small quantities of water do not separate readily (for example, ethanol blended gasoline containing ≥5 % v/v ethanol). Test Method D7463 cannot be used to recover ATP from fuels from which small quantities of water do not separate readily (for example, ethanol blended gasoline containing ≥5 % v/v ethanol).5.4.3 This test method measures cellular-ATP in a single measurement (as pg ATP/mL). Test Method D7463 detects total ATP (as RLU) and extra-cellular ATP (as RLU) using two separate analyses and permits computation of cellular-ATP (as RLU) as the difference between total and extracellular ATP.5.4.4 Test Method D7463 suggests a nominal 500 mL fuel sample volume. This test method suggests a nominal 20 mL fuel sample.5.5 This test method can be used with all fuels specified in Specifications D396, D975, D1655, D2069, D2880, D3699, D6751, and D7467 and other fuels with nominal viscosities ≤75 cSt at 20° ± 2°.5.6 The ATP test provides rapid test results that reflect the total bioburden in the sample. It thereby reduces the delay between test initiation and data capture, from the 36 h to 48 h (or longer) required for culturable colonies to become visible, to approximately 5 min.5.7 Although ATP data generally covary with culture data in fuel and fuel-associated water, different factors affect ATP concentration than those that affect culturability.5.7.1 Culturability is affected primarily by the ability of captured microbes to proliferate on the growth medium provided, under specific growth conditions. Consequently, a proportion of the active or inactive microbial population present in a sample may be viable but not detected by any one culture test.45.7.2 ATP concentration is affected by: the microbial species present, the physiological states of those species, and the total bioburden (see Appendix X1).5.7.2.1 One example of the species effect is that the amount of ATP per cell is substantially greater for active fungal cells than bacteria.5.7.2.2 Within a species, cells that are more metabolically active will have more ATP per cell than dormant cells, such as fungal spores. Because fungal spores are more hydrophobic than active fungal material (mycelium), spores may be the only indicator of fungal proliferation when fuel samples are taken from some fuel systems, but they will not be detected by a test for ATP.5.7.2.3 The greater the total bioburden, the greater the ATP concentration in a sample.5.7.3 The possibility exists that the rinse step (11.15) may not eliminate all chemical substances that can interfere with the bioluminescence reaction (11.37).5.7.3.1 The presence of any such interferences can be evaluated by performing a standard addition test series or dilution series as described in Appendix X4. The precision statement in Section 13 will not apply.5.8 As explained in Test Method D7978, there are inherent difficulties in assessing precision of microbiological procedures for fuels on account of the inherent variability of the determinant and various determinable and indeterminable sources of inaccuracy (see Guide D7847).5.8.1 The precision of any microbiological analytical method will generally be considerably less than that of methods widely used in the petroleum industry for analysis of physical and chemical properties of fuels.1.1 This test method covers a protocol for capturing, extracting and quantifying the cellular adenosine triphosphate (cellular-ATP) content associated with microorganisms found in fuels and fuel-associated water.1.2 The ATP is measured using a bioluminescence enzyme assay, whereby light is generated in amounts proportional to the concentration of cellular-ATP in the samples. The light is produced and measured quantitatively as relative light units (RLU) which are converted by comparison with an ATP standard, computation to pg ATP/mL and optional further transformation to Log10[pg ATP/mL].1.3 This test method is equally suitable for use as a laboratory or portable method.1.4 This test method is limited to fuels with a nominal viscosity ≤75 cSt at test temperature.1.5 This test method detects ATP concentrations in the range of 5.0 pg ATP/mL (≈0.699 log10[pg ATP/mL]) to 100 000 pg ATP/mL (≈5.000 log10[pg ATP/mL]) for 20 mL samples of fuel and 20 pg ATP/mL (≈1.301 log10[pg ATP/mL]) to 400 000 pg ATP/mL (≈5.602 log10[pg ATP/mL]) for 5 mL samples of fuel-associated water.NOTE 1: These ranges were calculated with the formula for calculating sample ATP in pg/mL provided in 12.1 based on the minimum recommended RLU for a 1 ng/mL ATP standard when using the reagents specified in Section 7 and the luminometer specified in 6.4 and corrected with a reagent-method blank as determined in Appendix X5.1.6 Providing interferences can be overcome, bioluminescence is a reliable and proven method for qualifying and quantifying ATP. This test method does not differentiate between ATP from different sources, for example: from different types of microorganisms, such as bacteria and fungi.1.7 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.8 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.9 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 Test Method—Deposits are prone to form on the metering surfaces of pintle-type electronic fuel injectors. These deposits reduce fuel flow through the metering orifices. Reductions in metered fuel flow result in an upset in the air-fuel ratio, which can affect emissions and driveability. When heavy enough, these deposits can lead to driveability symptoms such as hesitation, hard starting, loss of power, or a combination thereof, that are easily noticed by the average driver and lead to customer complaints. The mechanism of the formation of deposits is not completely understood. It is believed to be influenced by many factors, including driving cycle, engine design, port fuel injector design, and composition of fuel used. The procedure in this test method has been found to build deposits in injectors on a consistent basis. The deposits formed by this procedure are similar to the deposits experienced in the field in terms of composition and in amount of deposition. This procedure can be used to evaluate differences in unleaded base fuels and fuel additives.5.1.1 State and Federal Legislative and Regulatory Action—Legislative and regulatory activity, primarily by the state of California6 and the Federal Government7 necessitate the acceptance of a standard test method to evaluate the port fuel injector deposit-forming tendency of an automotive spark-ignition engine fuel.5.1.2 Relevance of Results—The operating conditions and design of the engine and vehicle used in this test method are not representative of all modern automobiles. These factors must be considered when interpreting test results.5.2 Test Validity: 5.2.1 Procedural Compliance—The test results are not considered valid unless the test is completed in compliance with all requirements of this test method. Deviations from the parameter limits presented in Section 10 will result in a void test. Engineering judgment must be applied during conduct of the test method when assessing any anomalies to ensure validity of the test results.5.2.2 Vehicle Compliance—A test is not considered valid unless the vehicle has met the quality control inspection requirements in accordance with 8.2.1.1 This test method covers a vehicle test procedure to evaluate the tendency of an unleaded spark-ignition engine fuel to foul electronic port fuel injectors (PFI).1.2 The test method is applicable to unleaded spark-ignition engine fuels which may contain antioxidants, corrosion inhibitors, metal deactivators, dyes, deposit control additives, and oxygenates.1.3 The values stated in SI units are to be regarded as the standard. The values in parentheses are provided for information only.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific precautionary statements are given throughout this test method.NOTE 1: If there is any doubt as to the latest edition of Test Method D5598, contact ASTM Headquarters. Other properties of significance to spark-ignition engine fuel are described in Specification D4814.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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1.1 This specification covers the use of purchasing agencies in formulating specifications for purchases of aviation turbine fuel under contract.1.2 This specification defines one specific type of aviation turbine fuel for civil use in the certification of aircraft. The specification can be used as a standard in describing the quality of this aviation fuel from the refinery to the aircraft.1.3 This specification does not include the fuels that are commonly used in aviation turbine engines. Those are listed in Specification D1655.1.4 The aviation turbine fuel defined by this specification may be used in other than turbine engines that are specifically designed and certified for this fuel.1.5 The use of EI/IP (Energy Institute/Institute of Petroleum) test methods is permitted. The user of this specification is referred to Specification D1655 (latest revision), Specification for Aviation Turbine Fuels, Paragraph 2, Referenced Documents and Table 1, Detailed Requirements of Aviation Turbine Fuels, Column 4, Test Methods, to determine the pairing of the IP test method with the particular detailed requirement, and to Section 11, Test Methods, to identify jointed standards and referee methods.1.6 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.6.1 Exception—Units of pressure are also given in psi.1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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This specification covers dimethyl ether (DME) for use as a fuel in engines specifically designed or modified for DME and for blending with liquefied petroleum gas. It is intended for use by DME manufacturers, purpose-built engine developers, in contracts for the purchase of DME for fuel purposes, and for the guidance of consumers of this type of fuel. This specification includes chemical composition and other requirements, sampling, and test methods.1.1 This specification covers dimethyl ether (DME) for use as a fuel in engines specifically designed or modified for DME and for blending with liquefied petroleum gas (LPG). This specification is for use by manufacturers of dimethyl ether, by engine developers of purpose-built engines, in contracts for the purchase of DME for fuel purposes, and for the guidance of consumers of this type of fuel.NOTE 1: The generation and dissipation of static electricity can create problems in the handling of DME. For more information on the subject, see Guide D4865.1.2 The values stated in SI units are to be regarded as standard. Units in parentheses are for information only.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 加购物车

定价： 927元 加购物车

定价： 590元 加购物车

定价： 590元 加购物车

定价： 590元 加购物车