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MAN B&W 16.01
2) Low NO x em<strong>is</strong>sion mode, option: 4 06 062.
<strong>Th<strong>is</strong></strong> operating mode <strong>is</strong> designed to reduce
NO x em<strong>is</strong>sion of the engine in the complete
engine operating range, with special attention
to NO x em<strong>is</strong>sion reduction at 75% engine load.
<strong>Th<strong>is</strong></strong> special attention <strong>is</strong> due to the fact that all
known NO x em<strong>is</strong>sion leg<strong>is</strong>lations are concentrated
on 75% engine load.
Operation in Low ‘NO x em<strong>is</strong>sion mode’ will ensure
a reduction of the IMO NO x em<strong>is</strong>sion figure
of 20�30% compared to the IMO NO x em<strong>is</strong>sion
figure for operation in ‘Fuel economy mode’.
A typical example of expected engine performance
parameters <strong>is</strong> given in Fig. 1.05.01.
Compared with the performance curves for the
‘Fuel economy mode’ it can be noticed that
p max and p comp are significantly lower and that
the SFOC <strong>is</strong> somewhat higher.
The ‘NO x em<strong>is</strong>sion mode’ can be used in connection
with fulfilling local leg<strong>is</strong>lation or in connection
with voluntary agreement of NO x em<strong>is</strong>sion
reduction countermeasures.
The remaining operating modes are open for
special designs fulfilling special requirements
such as:
3) Part load em<strong>is</strong>sion mode, option: 4 06 063.
A special mode which could be relevant in
connection with vessels operating at part load
for extended periods of the planned schedule.
4) Special em<strong>is</strong>sion operating mode,
option: 4 06 064.
An operating mode that ensures fulfilment
of special em<strong>is</strong>sion requirements in local areas
where the vessel has its normal planned
schedule.
Change�over between operating modes
The engine control system will contain all applied
operating modes, and change�over from one operating
mode to another can be performed by pushing
a button on the MOP (Main Operating Panel).
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The Engine Control System will, within a few seconds,
recogn<strong>is</strong>e the change�over requirements
and ensure that the new mode parameters will be
put into force immediately.
IMO NO x Certification
All engine operating modes have to be certified
under normal testing procedures.
Main Operating Panel (MOP)
In the engine control room a MOP screen <strong>is</strong> located,
which <strong>is</strong> a Personal Computer with a touch
screen as well as a trackball from where the engineer
can carry out engine commands, adjust the
engine parameters, select the running modes, and
observe the status of the control system.
A conventional marine approved PC <strong>is</strong> also located
in the engine control room serving as a
back�up unit for the MOP.
The Engine Control System primarily cons<strong>is</strong>ts of the
below mentioned Multi Purpose Controllers (MPC)
shown in Fig. 16.02.01, the mechanical�hydraulic
system shown in Fig. 16.01.05 and the pneumatic
system, shown in Fig. 16.01.06.
Engine Interface Control Unit (EICU)
The EICUs installed in the engine control room
perform such tasks as interface with the surrounding
control systems, See Fig. 16.02.01. The
two redundant EICU units operate in parallel.
Engine Control Unit (ECU)
For redundancy purposes, the control system compr<strong>is</strong>es
two ECUs operating in parallel and performing
the same task, one being a hot stand�by for the
other. If one of the ECUs fail, the other unit will take
over the control without any interruption.
The ECUs perform such tasks as:
• Speed governor functions, start/stop sequences,
timing of fuel injection, timing of exhaust valve
activation, timing of starting valves, etc.
MAN B&W ME/ME-C/ME-B/-GI engines 198 49 28-03
MAN Diesel