Table 1. Test cycle for "Constant Speed Main Propulsion" Aptiticatirmo (including Diesel Electric Drive and Variable Pitch Propeller Installations)
3.2.4For propeller law operated main and propeller law operated auxiliary engines, test cycle E3 shall be applied in accordance with table 2.
Table 2. Test cycle for "Propeller Law operated Main and Propeller Law operated Auxiliary Engine" Application
3.2.5For constant speed auxiliary engines, test cycle D2 shall be applied in accordance with table 3.
Table 3. Test cycle for "Constant Speed Auxiliary Engine" Application
3.2.6For variable speed, variable load auxiliary engines, not included above, test cycle C1 shall be applied in accordance with table 4.
Table 4. Test cycle for "Variable Speed, Variable Load Auxiliary Engine" Application
3.2.7The torque figures given in test cycle C1 are percentage values which represent for a given test mode the ratio of the required torque to the maximum possible torque at this given speed.
3.2.8The intermediate speed for test cycle C1 shall be declared by the manufacturer, taking into account the following requirements:
.1 For engines which are designed sir operate over a speed range on a full load torque
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curve, the intermediate speed shall he the declared maximum torque speed if it occurs between 60% and 75% of rated speed.
.2 If the declared maximum torque speed is less than 60% of rated speed, then the intermediate speed shall be 60% of the rated speed.
.3 If she declared maximum torque speed is greater than 75% of the rated speed, then the intermediate speed shall be 75% of rated speed.
.4 For engines which are trot designed to operate over a speed range on the full load torque curve at steady state conditions, the intermediate speed will typically be between 60% and 70% of the maximum rated speed.
3.2.9If an engine manufacturer applies for a new test cycle application on an engine already certified under a different test cycle specified in 3.2.2 to 3.2.6, then it may not be necessary for that engine so undergo the trill certification process for the new application. In this case, the engine manufacturer may apply the measurement results from the first certification test so the calculation of the total weighted emissions for the new test cycle application, but the corresponding weighting factors from she sew test cycle roust be applied.
Chapter 4 - APPROVAL FOR SF.RIALLY MANUFACTURED ENGINES: ENGINE FAMILY AND ENGINE GROUP CONCEPTS
4.1 GENERAL
4.1.1To avoid certification testing of every engine for compliance with the NOx emission limits, one of two approval concepts may be adopted, namely the engine family or the engine group concept.
4.1.2The engine family concept may he applied to any series produced engines which, through their design: are proven is have similar exhaust emission characteristics, are used as produced, and, during installation on board, require or adjustments or modifications which could adversely affect the NOx emissions.
4.1.3Tire engine group concept may be applied to a smaller series of engines produced for similar engine application and which require minor adjustments and modifications during installation or in service on board. These engines are normally large power engines for main propulsion.
4.1.4Initially the engine manufacturer may, at its discretion, determine whether engines should be covered by the engine family or engine group concept. In general, the type of application shall be based on whether the engines will be modified, and to what extent, after sensing on a test bed.
4.2 DOCUMENTATION
4.2.1All documentation for certification must be completed and suitably stamped by a certifying authority that is recognised by tire Administration. This documentation shall also include all terms and conditions, including replacement of spare parts, to ensure that the engines maintain compliance with the required emission standards.
