IMCA 标准
isqua标准
isqua标准
ISQua是国际医疗质量协会的缩写，是一家全球性的医疗质量管理机构。
ISQua的标准是医院质量管理的国际标准之一，也是目前国内唯一获得国际认证的医院评审标准。
ISQua的标准旨在促进医疗质量的持续改进，通过提供一种共同的语言来帮助医疗机构之间进行有效的交流和合作。
ISQua的标准涵盖了医疗质量的各个方面，包括患者安全、医疗技术、医疗管理等方面，为医疗机构提供了一套完整的评估和改进体系。
ISQua的标准经过多年的发展和完善，已经被广泛应用于全球范围内的医疗机构。
这些标准不仅有助于提高医疗质量，还能帮助医疗机构提升自身的管理水平和技术水平，从而更好地服务于患者和社会。
在国内，ISQua的标准也得到了广泛的认可和应用。
许多医疗机构都积极采用ISQua 的标准来评估自身的医疗质量，并以此为依据进行改进。
同时，政府部门也积极推广ISQua的标准，将其作为医疗机构评级和监管的重要依据之一。
总的来说，ISQua的标准为医疗质量的持续改进提供了一种有效的工具和平台，促进了医疗机构之间的交流和合作，为患者和社会带来了更好的医疗服务和健康保障。
咖啡豆的执行标准
咖啡豆的执行标准咖啡豆的执行标准通常由各个国家或地区的专业机构制定，以确保咖啡豆的品质、安全和卫生。
下面是一些常见的咖啡豆执行标准及其相关的内容。
一、国际咖啡组织（ICO）标准国际咖啡组织（ICO）是一个由咖啡生产国和消费国组成的国际组织，其制定的执行标准是全球范围内最广泛认可的咖啡豆标准之一。
ICO标准主要规定了咖啡豆的品质、形状、大小、含水量、残留物等方面的要求，以确保咖啡豆的品质和安全性。
二、美国精品咖啡协会（SCAA）标准美国精品咖啡协会（SCAA）是专门致力于推动精品咖啡文化、教育和品质的机构，其制定的执行标准主要基于ICO标准，但更加注重咖啡豆的口感、香味和独特性等方面的要求。
SCAA标准要求咖啡豆必须符合以下条件：1.产地产自特定的地理区域，具有独特的产地风味和特点。
2.经过严格的评选和加工工艺，以确保其品质和安全性。
3.符合SCAA认证的加工方法和残留物标准。
4.通过SCAA认证的实验室测试，以确保其口感、香味和其他特点符合要求。
三、欧洲精品咖啡协会（SCAE）标准欧洲精品咖啡协会（SCAE）是专门致力于推动精品咖啡文化、教育和品质的机构，其制定的执行标准与SCAA标准类似，但更加注重咖啡豆的加工工艺和品质控制方面的要求。
SCAE 标准要求咖啡豆必须符合以下条件：1.经过严格的评选和加工工艺，以确保其品质和安全性。
2.符合SCAE认证的加工方法和残留物标准。
3.通过SCAE认证的实验室测试，以确保其口感、香味和其他特点符合要求。
4.经过SCAE认证的烘焙工艺，以确保其口感和香味得到充分展现。
四、日本咖啡品质协会（JC）标准日本咖啡品质协会（JC）是一个致力于推动日本咖啡文化、教育和品质的机构，其制定的执行标准主要基于ICO标准，但更加注重咖啡豆的形状、大小、色泽等方面的要求。
JC标准要求咖啡豆必须符合以下条件：1.形状整齐、大小一致，色泽鲜亮。
2.符合JC认证的加工方法和残留物标准。
isac统一评价标准 -回复
isac统一评价标准-回复ISAC（Intelligent Systems Assessment and Certification）统一评价标准是一套用于智能系统评估和认证的标准体系。
ISAC的目标是通过对智能系统的功能、可靠性、安全性等方面进行评估，为用户提供标准化的评价和认证参考，同时也推动智能系统的发展和应用。
一、引言随着人工智能和机器学习的迅速发展，智能系统已经成为人们日常生活和工作中不可或缺的一部分。
智能系统通过利用大量的数据和算法，能够实现复杂的任务，如图像识别、语音识别和自动驾驶等。
然而，由于智能系统的复杂性和潜在的风险，对其进行评估和认证显得尤为重要。
二、ISAC的背景与目标ISAC的制定旨在解决当前智能系统评估和认证领域存在的问题。
目前，不同的智能系统评估标准存在差异，缺乏统一的标准以及标准的公正性和可信度。
ISAC的目标是统一智能系统评估的标准，提供客观、公正和可信的评价与认证。
三、ISAC的评估要素ISAC的评估要素包括功能性、可靠性、安全性和可解释性等方面。
1. 功能性评估：对智能系统的功能进行评估，包括系统的准确性、识别率、响应时间等。
依据应用领域的不同，功能评估可以涵盖图像识别、语音识别、自然语言处理等方面。
2. 可靠性评估：对智能系统的可靠性进行评估，包括系统的稳定性、鲁棒性和容错性等。
可靠性评估考虑系统在不同环境和场景下的表现，并评估其对异常情况的响应能力。
3. 安全性评估：对智能系统的安全性进行评估，包括系统的数据隐私保护、防止恶意攻击和滥用等方面。
安全性评估考虑系统在设计、部署和维护过程中的安全性措施，并评估其抵御潜在威胁的能力。
4. 可解释性评估：对智能系统的可解释性进行评估，即系统对其决策和结果的解释能力。
可解释性评估旨在提高用户对系统的信任度，并解释系统的运行原理和决策逻辑。
四、ISAC的评估流程ISAC的评估流程包括准备阶段、评估阶段和认证阶段。
1. 准备阶段：在准备阶段，评估机构与被评估的智能系统提供者进行交流，明确评估目标、范围和方法。
IGCC IGMA认证
I GCC/IGMA认证IGCC/IGMA认证，由IGCC（Insulating Glass Certification Counciil，中空玻璃认证委员会）和IGMA（Insulating Glass Manufacturers Alliance，北美中空玻璃制造商联盟）联合发起的关于建筑用密封中空玻璃的自愿性认证。
AMS（Administrative Management Systems，行政管理系统）负责项目具体行政及发证工作。
遵循标准：ASTM E2190术语：玻璃/基片：glass/substrate，隔离片/间隔框：spacer，密封胶：sealant，干燥剂：desiccant 空腔：airspace认证步骤：1.填写认证申请表告知AMS申请认证事宜。
AMS两周内会派代表进厂目击样品的生产并选择合适样品，运送到指定实验室进行性能检测。
实验室出具测试报告并递交给AMS。
2.制造商签署《IGCC许可证协议》，邮寄至AMS。
对方签字后回邮一份。
3. AMS在收到所有要求款项及文件后，会给制造商发送一份《IGCC/IGMA永久标志使用授权书》(Notice of Authorization to Use the IGCC®/IGMA® Permanent Label) ，认证生效。
4. AMS将该制造商该产品列入下一版CPD（Certified Products Directory，认证产品目录）中。
该目录每半年更新一次。
认证详情：认证有效期：一年/12个月。
每年的2月1号开始，第二年1月31号自动截止。
初次样品测试：初次测试，AMS需要目击生产过程并选择合适样品递交给实验室。
厂家可以在AMS代表进厂之前切割好玻璃和间隔条。
但其他生产过程需要目击。
样品测试：认证后，前两年每年进行一次样品测试。
如果测试通过，之后每两年进行一次测试。
初次样品测试可以作为认证第一年（当年）的样品测试。
isq 标准
isq 标准ISQ（International Standardization of Quality）标准是一种国际上广泛应用的质量标准，旨在确保产品和服务的质量和一致性。
本文将从五个大点来阐述ISQ标准的重要性和应用，包括标准的定义、标准的作用、标准的实施、标准的监督和标准的未来发展。
引言概述：ISQ标准是一种国际上广泛应用的质量标准，它通过统一的标准和规范，确保产品和服务的质量和一致性。
ISQ标准的重要性不言而喻，它对于企业的发展和全球贸易的顺利进行起着重要的作用。
本文将详细介绍ISQ标准的定义、作用、实施、监督和未来发展。
正文内容：1. ISQ标准的定义1.1 ISQ标准的概念和起源1.2 ISQ标准的组织和制定过程1.3 ISQ标准的分类和层级2. ISQ标准的作用2.1 提高产品和服务的质量2.2 促进国际贸易的顺利进行2.3 保护消费者权益2.4 促进企业的创新和竞争力2.5 为企业提供国际化的发展机遇3. ISQ标准的实施3.1 ISQ标准的采纳和应用3.2 ISQ标准的培训和认证3.3 ISQ标准的内部审核和外部审核3.4 ISQ标准与企业管理体系的结合3.5 ISQ标准的持续改进和更新4. ISQ标准的监督4.1 国际标准化组织的监督和评估4.2 国家标准化组织的监督和评估4.3 第三方认证机构的监督和评估4.4 ISQ标准的违规处理和纠正措施4.5 ISQ标准的市场监管和公众监督5. ISQ标准的未来发展5.1 ISQ标准的全球化趋势5.2 ISQ标准与新技术的结合5.3 ISQ标准的国际合作和交流5.4 ISQ标准的创新和发展方向5.5 ISQ标准的未来挑战和应对策略总结：ISQ标准作为一种国际上广泛应用的质量标准，对于确保产品和服务的质量和一致性起着重要的作用。
通过本文的阐述，我们可以看到ISQ标准的定义、作用、实施、监督和未来发展等方面的重要性和影响。
随着全球化的进程不断推进，ISQ标准将在国际贸易和企业发展中扮演越来越重要的角色。
lemo(雷莫)连接器选型指南
• 同轴50Ω
• 插拔自锁 • 超过15种外壳类型 • 温度范围 -55℃ - 230℃ • 带屏蔽 • 焊接或压接针芯
同轴连接器, 适于视频或通讯应用 领域
• 同轴50Ω或75Ω
• 插拔自锁 • 超过27种外壳类型 • 温度范围 -55℃ - 250℃ • 带屏蔽 • 焊接或压接针芯 • 工作频率最高至
• IP66 / IP68 • 线缆直径1-23.5mm
军用(恶劣环境用)
F系列
M系列
ቤተ መጻሕፍቲ ባይዱ
• IP66 / IP68 • 线缆直径1-30mm
H系列
• IP50 • 线缆直径1.7-7.9mm
其他 1D系列
系列 描述
针芯 配置
防水型自锁连接器, 定位销定位, 半 月型绝缘芯并有坚固外壳, 适用于相 当恶劣的工作环境
• IP66 / IP68 • 线缆直径1-10.5mm
• 插拔自锁 • 8种尺寸 • 4种定位方式可选 • 紧凑且重量轻 • 超过12种外壳类型 • 温度范围 -55℃ - 200℃ • 带屏蔽 • 压接或印制板接针芯 • 抗振 • 抗冲击 • 表面暗色处理
• IP67 • 线缆直径2-34mm
• 防倒转棘齿结构 • 6种定位方式可选 • 结构紧凑，质量轻 • 抗油污侵蚀 • 9种外壳类型 • 温度范围 -50℃ -200℃ • 带屏蔽 • 压接或焊接针芯 • 抗振 • 抗冲击 • 可选抗震法兰固定 • 表面暗色处理
• 插拔自锁 • 7种尺寸 • 13种定位方式可选 • 9种颜色识别 • 超过60种外壳类型 • UL认证 • 温度范围 -55℃ - 250℃ • 焊接、压接或印制板连接式针芯 • 屏蔽效果：
iacs退火铜国际标准
iacs退火铜国际标准`IACS退火铜国际标准`引言：IACS退火铜国际标准是指国际船级社（International Association of Classification Societies，缩写IACS）制定的关于退火铜材料的一系列标准。
在航海业中，铜材料广泛应用于船舶的电气系统、管道系统和机械系统中。
为确保船舶的安全和可靠运行，IACS退火铜国际标准被广泛采用和遵循。
本文将一步一步解释IACS退火铜国际标准的具体内容。
1. IACS退火铜国际标准的概述IACS是由世界各地的12个国际船级社组成的国际组织，致力于促进航海业的安全和环保。
退火铜是一种主要的船舶材料，其性能对船舶的安全和可靠运行至关重要。
IACS退火铜国际标准旨在确保退火铜材料的质量符合特定的技术要求。
2. IACS退火铜国际标准的技术要求IACS退火铜国际标准具体规定了退火铜材料的化学成分、力学性能、物理性能和制造要求等方面的技术要求。
其中，化学成分包括铜含量、掺杂元素的含量等；力学性能包括抗拉强度、屈服强度和延伸率等；物理性能包括电导率、热导率和密度等；制造要求包括铸造方法、加工工艺和表面质量等。
3. IACS退火铜国际标准的应用范围IACS退火铜国际标准适用于各类船舶的电气系统、管道系统和机械系统中使用的退火铜材料。
这些材料包括电缆、接线端子、导线、阀门、泵和轴承等。
通过遵循IACS退火铜国际标准，船舶制造商可以确保使用符合质量标准的退火铜材料，提高船舶的可靠性和安全性。
4. 遵循IACS退火铜国际标准的重要性遵循IACS退火铜国际标准具有重要的意义。
首先，退火铜材料的质量直接影响船舶的安全和运行效率。
通过使用符合标准的退火铜材料，可以减少材料的断裂、老化和漏电等问题，确保船舶的电气和机械系统的正常运行。
其次，国际船级社对船舶进行审核和检验时会参考IACS退火铜国际标准，只有符合标准要求，船舶才能通过相应认证和检验，进入国际航运市场。
ilsac gf-6a标准
ilsac gf-6a标准ILSAC GF-6A标准是一套针对汽车发动机润滑油的国际规格，旨在统一不同国家和地区对于汽车润滑油的质量和性能要求。
该标准由国际润滑油标准化委员会（ILSAC）制定，并得到了全球各大汽车制造商的认可和支持。
本文将对ILSAC GF-6A标准进行详细介绍，包括标准的背景和历史、涉及的润滑油类型和应用范围、标准的测试方法和指标要求以及标准的实施和认证等方面。
一、介绍随着汽车工业的不断发展，对于汽车发动机润滑油的要求也越来越高。
为了统一不同国家和地区对于汽车润滑油的质量和性能要求，国际润滑油标准化委员会（ILSAC）制定了一套针对汽车发动机润滑油的国际规格，即ILSAC GF-6A 标准。
该标准得到了全球各大汽车制造商的认可和支持，成为了评估和认证汽车润滑油质量的重要依据。
二、涉及的润滑油类型和应用范围ILSAC GF-6A标准主要涉及的润滑油类型为机油，包括矿物油、合成油和半合成油等。
该标准的应用范围涵盖了各种类型的汽车发动机，包括汽油发动机、柴油发动机、混合动力发动机等。
此外，ILSAC GF-6A标准还规定了润滑油在不同驾驶条件下的性能要求，如高温、低温、高负荷等。
三、标准的测试方法和指标要求ILSAC GF-6A标准的测试方法主要包括台架试验和行车试验。
其中，台架试验是在实验室条件下模拟发动机的运行工况，对润滑油的性能进行测试。
行车试验则是在实际行驶条件下对润滑油的性能进行测试。
ILSAC GF-6A标准对于润滑油的各项性能指标要求非常严格，主要包括以下几个方面：1. 粘度指数：润滑油的粘度指数应当符合要求，以保证在不同温度下的粘度特性能够满足发动机的运行需求。
2. 闪点：润滑油的闪点应当符合要求，以保证在高温条件下不易燃烧。
3. 倾点：润滑油的倾点应当符合要求，以保证在低温条件下能够保持良好的流动性。
4. 氧化安定性：润滑油的氧化安定性应当符合要求，以保证在长时间使用过程中不易变质。
IMCA M166 (FMEA)
A BThe International MarineContractors AssociationGuidance onFailure Modes & EffectsAnalyses (FMEAs)IMCA M 166A BThe International Marine Contractors Association (IMCA) is the international trade association representing offshore, marine and underwater engineering companies.IMCA promotes improvements in quality, health, safety, environmental and technical standards through the publication of information notes, codes of practice and by other appropriate means.Members are self-regulating through the adoption of IMCA guidelines as appropriate. They commit to act as responsible members by following relevant guidelines and being willing to be audited against compliance with them by their clients.There are two core committees that relate to all members:Safety, Environment & LegislationTraining, Certification & Personnel CompetenceThe Association is organised through four distinct divisions, each covering a specific area of members’ interests: Diving, Marine, Offshore Survey, Remote Systems & ROV.There are also four regional sections which facilitate work on issues affecting members in their local geographic area – Americas Deepwater, Asia-Pacific, Europe & Africa and Middle East & India.IMCA M 166This report was prepared for IMCA, under the direction of its Marine Division Management Committee, by Wavespec./marineThe information contained herein is given for guidance only and endeavours toreflect best industry practice. For the avoidance of doubt no legal liability shall attach to any guidance and/or recommendation and/or statement herein contained.CONTENTSEXECUTIVE SUMMARY (2)INTRODUCTION: (8)CHAPTER 1: FAQS (9)What is an FMEA? (9)What are the objectives of an FMEA? (9)What does an FMEA contain? (9)Who wants an FMEA and why? (10)When is an FMEA carried out? (10)What is needed to perform an FMEA? (11)Who carries out an FMEA? (11)What standards are used for an FMEA? (11)What practical FMEA tests are required? (12)What types of unacceptable failure modes have been uncovered by FMEAs? (12)What is done when an unacceptable failure mode is identified? (12)Who decides what is an acceptable solution to the unacceptable effects of afailure mode? (13)Is it necessary to carry out a physical inspection of the equipment being analysed? (13)How often should the FMEA be updated? (13)What is a Criticality Analysis? (13)What does a formal FMEA cost? (14)CHAPTER 2: MURPHY’S LAW AND FMEAS (15)2.1Murphy’s Law (15)2.2The FMEA in the Design Process (15)2.3The FMEA Objectives (16)2.4How Did FMEAs Start? (16)CHAPTER 3: FMEA STANDARDS & THE CLASSIFICATION SOCIETIES..173.1Standards (17)3.2Classification Societies (18)CHAPTER 4: DP FMEA – HOW FAR DO WE GO? (20)4.1How Far Do We Go? (20)4.2Bottom Up or Top Down? (20)CHAPTER 5: THE FMEA PROCESS (22)5.1The Process (22)5.2Selecting the Team (22)5.3Defining the Standard (23)5.4Defining the Reporting Procedures (23)5.5Defining the Boundaries of the System to be Analysed (23)5.6Organising System Design Information (26)5.7Evaluating the Effects of each Failure Mode on the System (29)5.8Identifying Failure Detection Methods/Corrective Actions (30)5.9Recommendations (30)5.10The FMEA Report (31)5.11FMEA Documentation and Ongoing QA (32)CHAPTER 6: VESSEL AUDITS AND PRACTICAL FMEA TESTING (33)6.1Vessel Audits (33)6.2Arranging Practical FMEA Tests, Dockside/At Sea/On Full DP (33)CHAPTER 7: OPERATIONS AND MAINTENANCE (36)CHAPTER 8: ADDITIONS TO THE FMEA PROCESS (37)8.1Criticality Analysis (37)8.2Qualitative and Quantitative Risk Assessment (QRA) (38)8.3Criticality and Probability (38)8.4Fault Tree Analysis and Event Tree Analysis (39)8.5RAM (Reliability, Availability and Maintainability) (40)8.6Software for FMEA (41)8.7FMEA on Control Software (41)APPENDIX 1:DEFINITIONS OF TERMS USED IN THE FMEA PROCESS..42 APPENDIX 2:EXAMPLE OF AN FMEA WORKSHEET ANDDESCRIPTION OF THE FMEA WORKSHEET FIELDS (44)APPENDIX 3:BACKGROUND AND EXPLANATIONS OFDP CLASS 2 AND CLASS 3 (48)APPENDIX 4:TYPES OF DP FAILURE MODE UNCOVERED BY FMEAS..57 APPENDIX 5:REFERENCES (64)This document and the advice contained in it may change with developments in the industry.It is intended to review the guidance and make any necessary improvements on a regular basis.Any person with suggested improvements is invited to forward these to IMCA.EXECUTIVE SUMMARYThis Executive Summary is designed in a what, why, when, how format to allow the reader a relatively quick overview of the main issues surrounding an FMEA which are contained in the main part of the Guidance Document itself. It does not attempt to give comprehensive answers to the frequently answered questions (FAQs), which are addressed in the main document. The summary includes an FMEA Process Flow Sheet, which provides an overview of the processes involved in carrying out an FMEA. An FMEA can be applied to any item, system or process that could fail.WHATWhat is an FMEA?A systematic analysis of the systems to whatever level of detail is required todemonstrate that no single failure will cause an undesired event.What are its objectives?To identify potential design and process failures before they occur and to minimise the risk of failure by either proposing design changes or, if these cannot be formulated, proposing operational procedures. Essentially the FMEA is to:♦Identify the equipment or subsystem, mode of operation and the equipment;♦Identify potential failure modes and their causes;♦Evaluate the effects on the system of each failure mode;♦Identify measures for eliminating or reducing the risks associated with each failure mode;♦Identify trials and testing necessary to prove the conclusions; and♦Provide information to the operators and maintainers so that they understand the capabilities and limitations of the system to achieve best performance.What does it contain?The report will be structured to outline the findings that have been developed from worksheets. The findings will concentrate on the failure modes found which would have significant effects on the system and grade them into categories, e.g. catastrophic, critical, etc, down to minimal or nuisance value.An FMEA covering the complete system (which may include FMEAs of various subsystem manufacturers) should encompass those FMEAs by a review and an analysis of the interfaces between the subsystems. An FMEA should contain a practical test programme and the results from those tests.What practical tests are required?During the course of the analysis, there will be failure modes that are difficult to assess, so during the analysis a series of tests are devised to assess those failure modes in practice.What types of failure mode have been uncovered by FMEAs?Many types of failure mode have been revealed during an FMEA. Numerous examples are given later in this document.What is criticality analysis?FMECA or Failure Modes, Effects and Criticality Analysis is an extension to the FMEA process with the addition of a risk (criticality) assessment. Risk is a measurement of the combination of the consequence of a failure mode and its probability of occurrence. The results of the risk assessment can be prioritised to indicate high risk failure modes that should receive risk reduction considerations.WHYWho wants one and why do they want one?It is both common sense and responsible design practice to carry out an FMEA on an item of equipment or a system whenever it is required to work in an environment where any failure mode has the potential for a catastrophic effect on the process. The organisations and persons who want an FMEA may include:♦Classification Societies - who require an FMEA as part of the acceptance criteria for IMO Class 2 and Class 3 type DP vessels.♦Charterers - who will require an FMEA so that they can have confidence that the vessel is fit for purpose. An appropriate FMEA will give anenhanced comfort factor that the operation will be performed withoutproblem or risk.♦Owners – who require an FMEA to satisfy a charterer’s needs and to give themselves confidence in the safety and robustness of their operations.♦Operators – who require an FMEA so that procedures can be developed to mitigate the effects of any failure modes.♦Maintenance staff – who require an FMEA so that any critical areas which could give rise to a serious problem in the event of a failure can be targetedby planned maintenance techniques during periods of downtime.WHENWhen is an FMEA carried out? (new vessel/existing vessel)The FMEA should be commenced at the earliest stage that the design and development programme will allow – even to assist at a higher level in identifying potential weaknesses during the conceptual design.If the vessel is in the process of design or construction, then the detailed FMEA should run in parallel with the design process, with any FMEA testing deemed necessary being integrated into the shipyard sea trials programme. If the vessel is an existing vessel then the FMEA can be carried out at any time though the FMEA tests will require to be programmed during a convenient period of downtime.HOWHow is the FMEA Process Progressed?♦Selecting the team-Nominating the required specialists♦Defining the standard♦Defining the reporting procedures- e.g. FMEA Team → Client Focal Point → Designers →Client Focal Point → FMEA Team.♦Defining the boundaries of the system to be analysed-The benefit of block diagrams. These break the DP system down from a high system level to lower system levels to give a graphicrepresentation of how each system level interacts with another.♦Organising system design information-Drawing log-Question and Answer (“Q&A”) Punchlists-Worksheets-FMEA Report Forms-Traceability of information-Evaluating the effects on the system of each failure mode ♦Identifying failure detection methods/corrective actions♦Formulating practical FMEA tests, dockside/at sea/on full DP- A comprehensive trials programme will establish conclusively the failure effects of certain modes of failure that the desk top study hasfailed to establish. The intention is, essentially, to confirm failuremodes and not test the whole system for correct installation.♦Recommendations-Grade each into, for example, A) For Immediate Action, B) Important and C) Nice To Have. List of recommendations.♦Conclusions♦FMEA report structure-Formulation of report template.How is the FMEA presented?This document gives guidance on what form the FMEA deliverables should take.How often should the FMEA be updated?The FMEA should grow and mature with the life of the vessel. Any changes to the design of systems relevant to the DP should be analysed in line with the original FMEA and recorded as annexes to the FMEA. At suitable intervals,depending on the number of relevant design changes made, the FMEA should be formally updated.Extensions to The FMEA ProcessThe following are also briefly discussed in this document:♦Criticality Analysis♦Failure Probability Determination – Qualitative and Quantative♦Fault Tree Analysis♦Event Tree Analysis♦RAM (Reliability and Maintainability)♦Software for FMEA♦FMEA on control softwareFMEA Process FlowsheetINTRODUCTIONThis guidance document was commissioned by IMCA to highlight best practice in the use of Failure Modes and Effects Analysis (FMEA) techniques when applied to the technical systems associated with offshore vessels. An FMEA is an easy to use yet powerful pro-active engineering quality tool that assists in the identification and countering of weak points in the early design phase of products and processes. Whilst the emphasis of this document is on dynamic positioning (DP) systems, FMEA techniques can be applied to any system, whether applied to land, sea or air based equipment or systems, in which it is required that “no single failure shall cause a total failure of the system or process”.The document firstly answers frequently asked questions (FAQs) relating to FMEAs and explains the background to FMEA work and the role of FMEAs in Classification work. The depth of FMEA reporting, the procedures and the format of the final FMEA report are discussed. Finally, the additions to the FMEA process, which can compliment the analysis, are briefly explored.When progressing through this document, it should be remembered that the FMEA process itself is not sufficient to ensure a meaningful analysis. It is a tool to assist in carrying out a job. A tool in the hands of an inexperienced craftsman will not produce a good product and so it is with an FMEA. An analyst expert in the use of FMEAs and fully conversant in the architecture and operation of the system or process to be analysed, is essential to ensure a good final product.1FAQSThis opening chapter is based on FAQs, or “Frequently Asked Questions”, relating to FMEAs. Each question and answer is intended to be a brief idea of the type of question raised relating to FMEAs and, in most cases, the answer will lead the reader on to more in-depth discussion in a later Chapter. Each FAQ will be cross-referenced to sections later in the report where relevant.What is an FMEA?An FMEA is a design tool that has been around for many years and is recognised as an essential function in design from concept through to the development of every conceivable type of equipment. It is commonly defined as “a systematic process for identifying potential design and process failures before they occur, with the intent to eliminate them or minimise the risk associated with them”. FMEA procedures are based on standards in the reliability engineering industry, both military and commercial.(Refer to Chapter 2)What are the objectives of an FMEA?The fundamental purpose of an FMEA is to prove that the worst case failure in practice does not exceed that stated by the designers in the functional design specification. Where DP is concerned, the objective is to develop a fault tolerant system that can not only hold station in the face of adverse circumstances, but allows faults to be corrected as they occur, without jeopardy to the operation at hand.(Refer to Chapter 2 Section 2.3)What does an FMEA contain?The scope of the FMEA should be established at the outset. In the case of a DP vessel, it should encompass all those parts of the system involved in stationkeeping, e.g. DP control system, power generation and distribution, power management, thrusters and propulsion, DP environment and position sensors.The FMEA report itself is structured to outline the findings which have been developed from FMEA Worksheets, which are tabular forms recording the findings. The findings will concentrate on the failure modes found, which would have significant effects on the station keeping ability of the vessel and are graded into categories, e.g. catastrophic, critical, etc, down to minor or nuisance value. It should contain a practical test programme, which, in the case of a DP vessel, is carried out mainly at sea when in full DP mode, together with the test results. The FMEA will usually contain recommendations that improve the design, which need to be adequately addressed in the FMEA process. The structure of an FMEA can be found in Chapter 5, Section 5.10.An FMEA covering the complete DP system, which may include the FMEAs of various subsystem manufacturers, should encompass those FMEAs by a review and an analysis of the interfaces between those subsystems.Who wants an FMEA and why?Whenever the function of an item of equipment or system is for it to work in an environment in which any failure mode has the potential for a catastrophic effect on the process, it is common sense and responsible design practice to carry out an FMEA. Consequently, a number of people, organisations, bodies, etc., should be very interested in the findings of an FMEA. These include:♦Classification Societies, who require an FMEA as part of the acceptance criteria for IMO Class 2 and Class 3 type DP vessels. Whilst not actuallyspecifying FMEA, the US Code of Federal Regulations requires a qualitativefailure analysis technique to be applied to vital marine automation systemsand an FMEA is usually the technique applied.♦National regulatory authorities, who often require an FMEA as part of the safety case for an offshore installation or DP vessel.♦Charterers, who will require an FMEA as part of the vessel acceptance criteria so that they can have confidence that the vessel is fit for purpose. Athorough FMEA will give an enhanced comfort factor that the operation willbe performed with the minimum of disruption.♦Owners, who require an FMEA to satisfy a charterer. It is also common sense for an Owner to have a thorough FMEA carried out on his vessels as itprovides him the assurance that any risk has been minimised, if noteliminated. The FMEA should be one of the inputs to the overall “SafestOperating Mode” analysis for a DP vessel.♦Operators, who require an FMEA so that procedures can be developed to mitigate the effects of any failure modes. The FMEA will assist indevelopment of the operations manuals and training programmes.♦Maintenance staff, who require an FMEA so that any critical areas which could give rise to a serious problem in the event of a failure can be targettedby planned maintenance techniques during periods of downtime.(Refer to Chapter 3 Section 3.1, etc)When is an FMEA carried out?Ideally, the FMEA should be initiated at as early a stage in the design process as possible, and then run in parallel with the design phase. Where DP is concerned, on new builds and conversions, the vessel owner or yard typically contracts for the study near the end of the vessel construction or conversion phase with the objective of identifying any single point failures. Although well intended, this is akin to using the FMEA as the means to confirm that the horses haven’t escaped after the stable door has been bolted. It is, therefore, often toolate to do anything about identified problems without major surgery.For maximum benefit, the time to identify and eliminate or mitigate the effect of equipment failure is during the design process, not in the latter stages of vessel construction or conversion.(Refer to Chapter 2 Section 2.2)What is needed to perform an FMEA?Once the FMEA team has been selected and the scope, standard and format of the FMEA have been agreed and the administration of the documentation has been put into place, full co-operation is required from shipyard, owners, operators, vessel’s staff and any others involved in the design process. Access will be required, to all documentation relating to the DP system, i.e. DP control system, electrical systems, machinery systems, machinery control systems, and all the equipment necessary to maintain the vessel on station. All relevant information should be made available from the shipyard (if a new vessel in the process of build), from the vessel’s Owners/Operators or from the vessel itself.A physical inspection may also be necessary and access to the vessel will haveto be arranged.(Refer to Chapter 5)Who carries out an FMEA?An FMEA team should be gathered together, which includes specialists each having a discipline in each of the systems required in the design process, e.g.machinery systems, electrical systems, DP control systems and other control systems. It is also likely that access to specialist advice from naval architects and operations personnel will be required.(Refer to Chapter 5 Section 5.2)What standards are used for an FMEA?There are a number of standards to which an FMEA can be carried out. The use of standards is important so that the FMEA will be accepted by all parties interested in it.Using a common standard for an FMEA has other benefits; such as the customer gets a report to a consistent standard and the companies bidding to carry out FMEA will also benefit because they will have a level playing fieldStandards include:♦US Department of Defense MIL-STD-1629A,♦CEI/IEC812 – Analysis techniques for system reliability - Procedure for failure modes and effects analysis (FMEA)♦BSI (BS 5760-5:1991 (Reliability of systems, equipment and components.Guide to failure modes, effects and criticality analysis).♦IMO MSC Resolution 36(63) Annex 4 – Procedures for Failure Mode and Effects Analysis (Whilst this is primarily for high speed craft, it gives goodguidance on FMEA procedures).(Refer to Chapter 3 Section 3.1)What practical FMEA tests are required?During the course of the analysis, there will be failure modes that are difficult to assess. In the case of a DP system, it is by definition a dynamic system with many parts interacting with each other. When the effect of a failure mode cannot be firmly established as a result of the desktop study, an FMEA test trials programme is devised to assess the failure mode in practice.On completion of the FMEA trials programme, any recommendations that arise from the results of the trials should be assessed to ensure that the correct action is taken and that the required verification is completed to allow close out in each case. These tests together with the results will form part of the final FMEA report.The FMEA trials test programme should be developed into an Annual DP Trials Document that will be used as the ongoing acceptance criteria for DP vessels.(Refer to Chapter 6 Section 6.2)What types of unacceptable failure modes have been uncovered by FMEAs?Many types of failure mode have been revealed by an FMEA, each having different failure effects on the overall system; from ones of solely nuisance value to others that could have resulted in events of catastrophic proportion if left undetected. This is due to the searching nature of the FMEA process.Significant types of failure mode that have been revealed during FMEAs, including some failure modes revealed that could have had a major effect on a DP system, are discussed in Appendix 4.What is done when an unacceptable failure mode is identified?The FMEA administration process should contain a reporting procedure so that, as soon as a failure mode is uncovered that has the potential to result in an undesirable effect on the system, it can be notified to the client and the system designers. It should be documented on a dedicated form called an FMEA Corrective Action Report Form and forwarded to the designers with a suggestion for design correction or, if this is not possible, a suggestion to adopt operational measures to reduce the risk.(Refer to Chapter 5 Section 5.6)Who decides what is an acceptable solution to the unacceptable effects of a failure mode?The solution should be discussed with the Owner and the design team.Sometimes the charterer is included if they are party to the FMEA procedure. A charterer may put pressure on an Owner to make design changes, but, naturally, it depends on when the unacceptable failure mode is uncovered; as the later it is uncovered the more difficult it is to rectify, and hence there is more time and cost penalty.Any major change to the system would also have to be discussed with Class to determine whether or not it contravened their requirements.Is it necessary to carry out a physical inspection of the equipment being analysed?If the design of the equipment being analysed is still on paper then clearly this is not possible. However, if the equipment is being built or is already built then a physical inspection is recommended. In the case of a DP vessel, say, which is in the process of construction, there is scope for a number of visits to the vessel to audit the build progress and check the installation of equipment. In this way, it can be seen how it is being installed and how other items of equipment are located in relation to equipment under analysis, to see if a failure of one will have an impact on the other.(Refer to Chapter 6 Section 6.1)How often should the FMEA be updated?The FMEA should grow and mature with the life of the vessel. Any changes to the design of the equipment or systems, covered by the FMEA, should be analysed in line with the original FMEA and recorded as annexes to the FMEA.At suitable intervals, depending on the number of relevant design changes made, the FMEA should be formally updated.(Refer to Chapter 5 Section 5.11)What is a Criticality Analysis?An FMECA, or Failure Modes, Effects and Criticality Analysis, is an extension to the FMEA process by the addition of a criticality assessment. It is effectivelya means of estimating how often each item in the system will fail, usually byusing actual failure data gathered in the field, and then calculating how often the whole system will fail. Whilst in knowing a system will fail, say, every 10 years, it is not known when it will fail. However, the added benefit is in knowing which areas in the system are likely to be less reliable, and either the system is redesigned to increase reliability or maintenance routines can be modified to concentrate on these areas. Obviously, this extra work will drive up the cost of the overall analysis, as would other extensions to the FMEA process, such as fault tree analysis, and it is generally the sponsor of the analysis who decides whether or not it is appropriate.Risk is a measurement of the consequence of a failure mode related to its probability of occurrence (criticality). The results of the risk assessment can be prioritised to indicate high risk failure modes/ items/ systems that should receive risk reduction considerations.(Refer to Chapter 8 Section 8.1)What does a formal FMEA cost?It is difficult to put a figure on the cost of an FMEA as it would clearly depend on the complexity of the equipment or system under analysis. In the case of a new build vessel, the FMEA process can run for a considerable number of months, though not necessarily on a continuous basis, and as a result incur a significant cost. In cases where the design process is short, the FMEA may only take days or weeks. So the cost will depend on the effort necessary to produce a meaningful analysis.In the course of carrying out an FMEA, if the design is proven to be sound and no significant single point failures are found, then it would be quite natural for the ship owner or client commissioning the FMEA to ridicule it and call it a waste of money. But this should not be so. A thorough FMEA will mean that the design has undergone a rigorous analysis. The designers will get a pat on the back for catering for all eventualities, and the operator and charterer will be able to sleep peacefully in the assurance that all exposure to risk of DP failure has been minimised as far as is reasonably practicable. However, if a significant failure mode is found, then the additional cost of carrying out the FMEA is small when compared to the potential effect that that failure mode could have. It is not just the cost to the owner of a lost day’s hire or more. The cost of the FMEA could pale into insignificance when compared to the cost due to the potential for loss of life or limb and damage to installations and the environment that could result from a hidden fault. The results of a thorough FMEA can also be used to refine maintenance routines that can produce operational savings.(Refer to Chapter 4)。
imds rec001标准
imds rec001标准IMDS REC001 Standard: The Foundation for Material Data Exchange in the Automotive IndustryIMDS REC001标准是汽车行业材料数据交换的基础。
The IMDS REC001 standard serves as a crucial guideline for the automotive industry, facilitating the seamless exchange of material data across various stakeholders within the supply chain.IMDS REC001标准作为汽车行业的重要指导方针，促进了供应链中各利益相关方之间材料数据的无缝交换。
It ensures the consistent and accurate representation of material information, allowing manufacturers, suppliers, and other participants to efficiently collaborate and comply with regulatory requirements.该标准确保了材料信息的一致性和准确性，使制造商、供应商和其他参与者能够高效协作并遵守法规要求。
The standard covers various aspects of material data, including composition, properties, and environmental impact, ensuring that all relevant information is captured and communicated effectively.该标准涵盖了材料数据的各个方面，包括组成、性质和环境影响，确保所有相关信息都能得到有效捕捉和传递。
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总部设在英国伦敦的IMCA制订的85个有关潜水及水下作业安全方面的规程和技术标准（2008年8月以前），是目前世界上潜水及水下作业安全规程体系建立最完整、最系统的体系。
这85个安全规程和技术标准是：
（1）IMCA D001潜水机电员培训
（2）IMCA D002 高压环境下电池组使用指南
（3）IMCA D003 水下氧弧切割作业
（4）IMCA D004 高压逃生吊放系统的初始和定期检查、测试与认证
（5）IMCA D005 潜水人员培训课程审核
（6）IMCA D006 海底管道附近潜水作业指南
（7）IMCA D007 船舷外脚手架作业及其对潜水安全的影响
（8）IMCA D008 水下无线通信系统的测试
（9）IMCA D009 高压气瓶运输防护指南
（10）IMCA D010 动力定位船舶潜水作业指南
（11）IMCA D011（英国大陆架水域用的）潜水系统的年审
（12）IMCA D012 氧气系统使用不锈钢指南
（13）IMCA D013近海潜水监督和生命支持员标准（最低认证要求）
（14）IMCA D014 近海潜水实用国际规程
（15）IMCA D015 移动式（便携式）水面供气式潜水系统
（16）IMCA D016 水下空气提升袋
（17）IMCA D017 潜水钟失落生存培训指南
（18）IMCA D018 潜水设备初始和定期检查、测试和认证实用规程
（19）IMCA D019 井口和海底设施潜水指南
（20）IMCA D020 潜水医学技士培训认证计划
（21）IMCA D021 潜在污染区域潜水指南
（22）IMCA D022 潜水监督手册
（23）IMCA D023 潜水设备系统检查指南：以水面为基地的潜水系统（空气）
（24）IMCA D024 潜水设备系统检查指南：饱和（钟式）潜水系统
（25）IMCA D025 近海设施潜水员逃生指南
（26）IMCA D026 IMCA潜水研讨会的召开程序
（27）IMCA D027 水面漂浮高压逃生系统标识指南
（28）IMCA D028 近海水下环境环链式手扳葫芦使用指南
（29）IMCA D029 潜水人员的经历与雇佣情况概述
（30）IMCA D030 水面供气式混合气潜水作业指导
（31）IMCA D031 用氧清洗指南
（32）IMCA D032 潜水钟交叉拖带指南
（33）IMCA D033 自携式水下呼吸器在近海潜水中的限制
（34）IMCA D034 挪威和英国近海潜水法规指南
（35）IMCA D035 潜水作业的支持船舶选择
（36）IMCA D036 潜水员神经系统评估
（37）IMCA D037 潜水设备系统检查指南：水面供气式混合气潜水系统（38）IMCA D038 北海潜水人员经验和雇用评估
（39）IMCA D039 潜水系统故障模式和失效分析（FMEA）指南
（40）IMCA D040 潜水设备系统检查指南：移动/便携式水面供气系统
（41）IMCA D041 高压下电池组驱动设备的使用指南
（42）IMCA D042 潜水员搬运、布放、安装、定位和拆除水下混凝土压块指南（43）IMCA D043 气瓶、框架式气瓶组和储气罐色标规定
（44）AODC 009 潜水钟脐带断裂时气体回路应急隔离指南
（45）AODC 010 英国法规管辖区域内与潜水作业关联的气瓶使用指南
（46）AODC 011 潜水员培训免税规定
（47）AODC 012 失事潜水钟定位设备测试指南
（48）AODC 014 近海潜水气体量最低配备要求
（49）AODC 018 潜水作业中吊钩载荷附件要求
（50）AODC 019 潜水钟应急回收程序
（51）AODC 020 从潜水钟出潜潜水员脐带长度要求
（52）AODC 022 载人潜水器作业实践规程
（53）AODC 026 潜水员应急加热要求
（54）AODC 027 使用润滑油的压缩机要求
（55）AODC 028 潜水员气体供给要求
（56）AODC 030 丙烯酸塑料观察窗要求
（57）AODC 031 潜水员通信要求
（58）AODC 032 在潜水作业中ROV的干预
（59）AODC 033 水下检测的职责
（60）AODC 034 水面能见度差时的潜水要求
（61）AODC 035 水下用电安全实践规程
（62）AODC 037 应急气瓶定期检查要求
（63）AODC 038 惰性气体使用指南
（64）AODC 039 潜水吊笼中应急空气气瓶的要求
（65）AODC 047 水流对潜水员作业和安全的影响
（66）AODC 048 近海潜水队人员配备要求
（67）AODC 049 潜水员用高压水射流装置操作规程
（68）AODC 054 潜水系统电池充电时的防爆要求
（69）AODC 055 进水口潜水时对潜水员的保护要求
（70）AODC 058 潜水员通过“弱连接”附着于水下结构物的要求（71）AODC 059 与潜水作业相关的压力表和其他压力检测设备的要求（72）AODC 061 近海潜水作业中潜水钟压重释放系统和浮力上升要求（73）AODC 064 通过管汇系统充气时水下气瓶进水的防护要求（74）IMCA R002 ROV人员准入要求
（75）IMCA R003 ROV起吊中脐带或吊缆承载指南
（76）IMCA R004 ROV安全有效作业实用规程
（77）IMCA R005 ROV高电压设备安全程序
（78）IMCA R006 标准ROV审核指南
（79）IMCA R007 欧洲ROV合约指南
（80）IMCA R008 ROV支持服务的合同条款
（81）IMCA R009 ROV动员程序
（82）IMCA R010 与ROV相关的培训课程大纲
（83）IMCA R011 ROV吊放系统的初次和定期检查、测试和认证（84）IMCA R012 近海数码电视系统：现状和趋势回顾
（85）IMCA R013 提供ROV、支持船舶和有关工作的合同指南
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