Input to the calculations

Input to the calculations The calculation of the seasonal performance (SPF or SEER) is performed using a temperature bin method where each bin represents one degree Celsius and the number of bin hours occurring at the corresponding temperature is given. The cooling season is represented by one climate that span from 17°C-40°C while the heating season is represented by three different climates: one colder, one average and one warmer, that
SCOP
Parasitic losses
SCOPon
back up heater
SCOPnet
Heat  pump
Head losses
31
span from -30°C-15°C, see Table 29 and 30 in prEN 14825:2009 draft Nov 09. Each climate corresponds to one design temperature and one design heat load of the building.
The heating/cooling demand and the number of bin hours for the different climates are determined as templates, taking different aspects into account; the climate, type of building and building characteristics, set point and set back settings and internal gains. Those aspects also decide the number of hours in which the heat pump works in active mode, thermostat off mode, standby mode, crankcase heater mode or off mode. The electricity consumptions at the different modes are determined from tests. These effects are called the parasitic losses.  

Preparing an

Preparing an IEA HPP Annex on SPF Preparations for an IEA annex on SPF have included preparatory meetings, and communication with research communities involved in the IEA HPP sphere. Meetings include a meeting during the ASHRAE winter Conference 2009 [1.1.1.1.11], NT meeting in Borås, September 2009 , and a Meeting in Paris march 5th, 2010 [2]. A draft legal text was prepared and circulated among interested parties and the executive committee in HPP. The draft legal text was discussed in the ExCo meetings in Rome, November 2009 and in Helsinki June 2010. In the Helsinki meeting it was suggested that the annex proposal for “Dynamic testing of heat pumps” should be integrated with the SPF annex. The kick-off meeting for the SPF Annex in June 30th - July 1st 2010 will discuss the possibility for this integration. The legal was just recently approved by the ExCo [3]. The preparation and starting up of the international Annex has taken much more time than expected, mainly due to constraints in timing and funding. However, on June 30 –July 1st, the kick-off meeting for the new annex is held in Albuquerque, New Mexico

Since the total loss

Since the total loss of .11 in. in the longest run is less than the .2 in. expected to be available from the air handler, all the sections of the longest run will be sized using the .05 in. /100ft loss factor.  Table 2 illustrates the procedure. The size of duct section A has been found.  For the other sections, the flow quantities for a section are found by deducting all branch quantities head of it.  The flow in duct section C is 2137– 198 = 1939.  Lengths of each section plus applicable entrance and elbow equivalent lengths are listed.  Then for section C, enter an air friction chart at 1939cfm and .05 in. /100 ft friction factor.  Read the duct velocity, 880 ft/min, and 20 inch duct diameter directly from the chart.  The remaining sections of this run are sized similarly.  Losses in each section are found from the lengths and friction factor.  The round duct sizes can be converted to equivalent rectangular sections from available charts.
© Gary D. Beckfeld  Page 14 of 21
The remaining branches, K, G, E, L, M, N, and B, are now sized to balance each branch with the same total pressure loss.  For equal pressure loss in branch K, this branch must have the same loss as branch J.  From Table 2, the loss must be .026 in. of water.  Since the K Branch is 19 feet long, the pressure loss is .026(100/19) = .1368 in. /100 ft.  Entering an air friction chart at .1368 and 604cfm gives the duct velocity as 950 fpm and the duct diameter as 11 inche

The aim of a ductnetwork

The aim of a ductnetwork is to distribute air to the building within the parameters originally foreseen for the project,including temperature and humidity.Air atthe machine exithas differenttemperature and humidity characteristics to those of the surroundings,which is why unwanted heat transfer through the duct’s walls will always occur.The thinner the duct’s insulation,the greater the heat transfer.
Energy losses caused by air leakage atductwork joints also has to be added to thatvia heattransfer.
These two effects are illustrated by the data in the “Air ductperformance and costcomparison”table (reference NAIMA AH 109).This table presents the results of a test carried out by NAIMA (North America Insulation Manufacturers Association) on the energy losses in differenttypes of HVAC ducts,for the following conditions:
Ductwork 20mlong Cross section:40cm x 20cm Temperature inside the duct:15ºC Temperature outside the duct:25ºC
With reference to this table,if a non-insulated duct is assumed to be the worst case scenario for thermal loss and,therefore a benchmark for the highest energy loss,it is strikingly apparent that glass wool ductboards equate to massive energy savings

ZEROING / TARE

ZEROING / TARE
You can press the [Tare] key to set a new zero point and show the zero reading if
the weight reading is less than 4% of the total of the maximum capacity of the scale.
This may be necessary if the weight is not reading zero with nothing on the
platform. The zero indicators will light up: >0<.
If you are using a container to weigh then you can place this on the platform and
press the [Tare] key, providing the container weight is more than 4% of the
maximum capacity of the scale, the display will show zero and tare indicator will
light up. You can then weigh your object in the container. Taring weight subtracts
from the total scale capacity

Noise

2.3 Noise
Noise from the equipment, ducts, or air outlets is an important part of the comfort equation. The
placement of the equipment within the conditioned space will increase energy efficiency;
however, the placement of the equipment must consider the impact of the equipment noise
during operation. Placing equipment close to important noise control areas such as bedrooms
must involve consideration of the implications from the equipment noise and vibrations.
The placement of the return air inlet can also have an impact on system noise. A return duct that
has a direct connection to the blower motor, as shown in Figure 7, will transfer that blower noise
to the occupied space. One way to overcome this issue is by adding radius elbows in the return
duct to help isolate the blower noise from the space, as shown in Figure 8

Where necessary

Where necessary, main intakes and outlets are to be fitted with gratings to prevent fouling and
the entry of rats and other large vermin.
D.1.4 Where a fixed gas fire-extinguishing system is fitted, ventilation openings of these spaces shall
be capable of being closed from outside the protected space. If the closures are not fitted directly at the
external bulkhead of the protected space the duct between bulkhead, and closing device shall be constructed
of steel having a thickness of at least 3 mm and flange joints are to be sealed by non-combustible
material.
D.1.5 Where individual rooms have separate arrangements for flooding with CO2, the ventilating
system must also be separate. Provision is to be made to remove CO2, after flooding of these spaces.
D.1.6 Electrical machinery and installations (switch cabinets, etc.) are to be protected such that water
particles penetrating into the air ducts will not cause disturbances. Risks of this kind are to be minimized
by appropriate arrangement (water traps) of ducts and air in/outlets.
D.1.7 The number of ventilation openings in watertight subdivisions shall be reduced to the minimum
compatible with the design and proper working of the ship. Where ventilation ducts are routed through
watertight decks and bulkheads, arrangements shall be made to ensure the watertight integrity. If valves
are provided at watertight boundaries to maintain watertight integrity, than the valves are to be capable of
being operated from a control panel located in the navigation bridge, where the position of the shut-off
valves is to be indicated.

General arrangements

D.1 General arrangements
D.1.1 The ventilation systems for machinery spaces of category A, vehicle spaces, ro-ro spaces,
galleys, special category spaces and cargo spaces shall, in general, be separated from each other and
from the ventilation systems serving other spaces.
Exceptions are the galley ventilation systems on cargo ships of less than 4000 gross tonnage and in passenger
ships carrying not more than 36 passengers, which need not be completely separated, but may be
served by separate ducts from a ventilation unit serving other spaces. In this case, an automatic fire
damper shall be fitted in the galley ventilation ducts near the ventilation unit.
D.1.2 Balance openings or ducts between two enclosed spaces are prohibited except for openings
in or under "B" class doors. Such openings shall be provided only in the lower half of the door. Where
such an opening is in or under a door, the total net area of any such opening or openings shall not exceed
0.05 m2. Alternatively, a non-combustible air balance duct routed between the cabin and the corridor,
and located below the sanitary unit, is permitted where the cross-sectional area of the duct does not exceed
0.05 m2. Ventilation openings, except those under the door, shall be fitted with a grill made of noncombustible
material.

Public spaces

Public spaces
Those portions of the accommodation which are used for halls, dining rooms, lounges and similar permanently
enclosed spaces.
C.20 Ro-ro cargo spaces
Spaces not normally subdivided in any way and normally extending to either a substantial length or the
entire length of the ship in which motor vehicles with fuel in their tanks for their own propulsion and/or
goods (packaged or in bulk, in or on rail or road cars, vehicles (including road or rail tankers), trailers,
containers, pallets, demountable tanks or in or on similar stowage units or other receptacles) can be
loaded and unloaded normally in a horizontal direction.
C.21 Service spaces
Those spaces used for galleys, pantries containing cooking appliances, lockers, mail and specie rooms,
store-rooms, workshops other than those forming part of the machinery spaces, and similar spaces and
trunks to such spaces.
C.22 Special category spaces
Enclosed spaces above or below the bulkhead deck intended for the carriage of motor vehicles with fuel
in their tanks for their own propulsion, into and from which such vehicles can be driven and to which passengers
have access.

C.15 Natural ventilation systems

C.15 Natural ventilation systems
Systems in which the air movement is caused solely by temperature differences, natural wind or head
wind.
C.16 Non-combustible material
Is a material which neither burns nor gives off flammable vapours in sufficient quantity for self-ignition
when heated to approximately 750 °C, this being determined in accordance with Fire Test Procedure
Code.
C.17 Non-sparking fans
A fan is considered as non-sparking if in either normal or abnormal conditions it is unlikely to produce
sparks.
C.18 Open ro-ro spaces
Those ro-ro spaces which are either open at both ends or have an opening at one end, and are provided
with adequate natural ventilation effective over their entire length through permanent openings distributed
in the side plating or deckhead or from above, having a total area of at least 10 % of the total area of the
space sides.

Machinery spaces of category A

Machinery spaces of category A
Those spaces and trunks to such spaces which contain:
 internal combustion machinery used for main propulsion
 internal combustion machinery used for purposes other than main propulsion where such machinery
has in the aggregate a total power output of not less than 375 kW
 any oil-fired boiler or oil fuel unit, or any oil-fired equipment other than boilers, such as inert gas
generators, incinerators, etc.
C.14 Mechanical ventilation systems
Systems through which air is passed by ventilators driven hydraulically, pneumatically or by electric motors.
Rules I Ship Technology
Part 1 Seagoing Ships
Chapter 21 Ventilation
Section 1 Ventilation
Edition 2014 Germanischer Lloyd Page 1–4
Mechanical ventilation may also be called power ventilation or forced ventilation.

Control stations

Control stations
Those spaces in which the ship's radio or main navigating equipment or the emergency source of power
is located or where the fire recording or fire control equipment is centralized.
C.9 Fire closures
Closing appliances of ventilation inlets and outlets as required by SOLAS II-2/5.2.1.1 for fire protection
purposes.
C.10 Free cross-sectional area
Means, even in the case of a pre-insulated duct, the area calculated on the basis of the inner diameter of
the duct.
C.11 LLC 1966
International Load Line Convention 1966, as amended.
C.12 Machinery spaces
All machinery spaces of category A and all other spaces containing propulsion machinery, boilers, oil fuel
units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations,
refrigerating, stabilizing, ventilation and air-conditioning machinery, and similar spaces, and trunks
to such spaces.

C.3 Air pipes

C.3 Air pipes
Parts of tank pressure-equalizing systems not dealt with in these Regulations, see GL Rules for Hull
Structures (I-1-1), Section 21, E
C.4 Air trunks
Parts of the hull which may either themselves be used to conduct air or which contain air ducts as well as
other lines (pipes, cables).
C.5 Approved type
The term "Approved" relates to a material or construction, for which GL has issued an Approval Certificate.
A type approval can be issued on the basis of a successful standard fire test, which has been carried
out by a neutral and recognized fire testing institute.
C.6 Cargo spaces
All spaces used for cargo, cargo oil tanks, tanks for other liquid cargo and trunks to such spaces.
C.7 Closed ro-ro cargo spaces
All ro-ro cargo spaces which are neither open ro-ro cargo spaces nor weather decks.